State of The Art CP Driving

TABLE OF CONTENTS
GLOSSARY ..................................................................................................................................................................... 6
1 INTRODUCTION.................................................................................................................................................. 7
1.1 TUNU‐TAMBORA‐HANDIL FIELD .................................................................................................................................... 7
1.1.1 Tunu Field History .................................................................................................................................................. 8
1.1.2 Tambora Field History.......................................................................................................................................... 11
1.1.3 Handil Field History .............................................................................................................................................. 12
1.1.4 TTH Fields Contribution to Mahakam PSC .......................................................................................................... 12
1.2 WELL EVOLUTION ........................................................................................................................................................ 13
1.2.1 Well Architecture Evolution ................................................................................................................................. 13
1.2.2 GTS Platform Evolution ........................................................................................................................................ 17
1.3 CP SIZE EVOLUTION ..................................................................................................................................................... 19
2 MANAGING CHALLENGE................................................................................................................................... 21
2.1 BACK GROUND............................................................................................................................................................. 21
2.2 CONTROLLING & IMPROVING 24” CP DEFLECTION DIRECTION ................................................................................... 23
2.2.1 PIPE DEFLECTION ................................................................................................................................................. 23
2.2.2 MULE SHOE .......................................................................................................................................................... 24
2.2.3 PREVENTING CP TURNING WHEN DRIVEN WITH FIN .......................................................................................... 26
2.2.4 STRONGER PREVENTION OF CP TURNING WHEN DRIVEN WITH 2ND FIN ............................................................ 28
2.2.5 APPRECIATION FOR CONTROLLING 24” CP DIRECTION ....................................................................................... 29
2.3 CONTROLLING & IMPROVING 20” CP DEFLECTION DIRECTION ................................................................................... 31
2.3.1 BACK GROUND ..................................................................................................................................................... 31
2.3.2 DIRECTIONAL DRILLING CHALLENGES & REQUIREMENT ..................................................................................... 32
2.3.3 20” CP IMPROVEMENT PROGRESS ...................................................................................................................... 34
3 TEPI 20” CP DRIVING PROCEDURE .................................................................................................................... 62
3.1 MAIN EQUIPMENT ....................................................................................................................................................... 62
3.1.1 HYDRAULIC HAMMER EQUIPMENT SET .............................................................................................................. 62
3.1.2 CP DRIVING EQUIPMENT SET............................................................................................................................... 63
3.2 WELL SITE PREPARATION ............................................................................................................................................. 68
3.2.1 CONDUCTOR PIPE PREPARATION ........................................................................................................................ 68
3.2.2 CONDUCTOR PIPE CHECK..................................................................................................................................... 69
3.2.3 HYDRAULIC HAMMER PREPARATION .................................................................................................................. 71
3.2.4 DRIVING SLEEVE PREPARATION ........................................................................................................................... 72
3.3 CP DRIVING PROCEDURE ............................................................................................................................................. 73
3.3.1 WELL POSITION DETERMINATION ....................................................................................................................... 73
3.3.2 WELL CP DIRECTION DEFINITION & CONFIRMATION .......................................................................................... 78
3.3.3 DRIVING SLEEVE INSTALLATION .......................................................................................................................... 79
3.3.4 METAL DEBRIS CHECK .......................................................................................................................................... 80
3.3.5 RUN SHOE JOINT #1 ............................................................................................................................................. 81
3.3.6 CONNECTION ....................................................................................................................................................... 84
3.3.7 RUN CONDUCTOR PIPE #2 & SUBSEQUENCE JOINTS TO FINISH DRIVING .......................................................... 85
4 APPENDIX ........................................................................................................................................................ 88
2
LIST OF FIGURES
Figure 1: Tunu Tambora Handil Map Location ................................................................................................................... 7
Figure 2: TTH Field Overlaid on Paris ..................................................................................................................................... 8
Figure 3: TTH Field Overlaid on Jakarta................................................................................................................................. 8
Figure 4: Tunu Field Development Phases............................................................................................................................ 9
Figure 5: Tunu Well Spacing Development ........................................................................................................................ 10
Figure 6: Well Stakes vs Well Spacing .................................................................................................................................. 10
Figure 7 : Mean to Develop Tunu Shallow Reservoir..................................................................................................... 11
Figure 9 : GTS Platform Evolution part 1 ............................................................................................................................ 17
Figure 10 : GTS Platform Evolution part 2 ......................................................................................................................... 18
Figure 11 : Pipe Deflection ........................................................................................................................................................ 22
Figure 12 : Control Attempt 24" CP ....................................................................................................................................... 23
Figure 13 : Deflection Measurement Illustration ............................................................................................................ 24
Figure 14 : Mule Shoe Friction Theory ................................................................................................................................ 25
Figure 15 : Mule Shoe Reaction Force Theory .................................................................................................................. 25
Figure 16 : Shoe Joint Picture .................................................................................................................................................. 26
Figure 17 : Scribe Line Movement Illustration ................................................................................................................. 26
Figure 20 : Scribe Line Movement Result Illustration ................................................................................................... 28
Figure 22: Best Idea Total HQ Innocom 2009 Award Inauguration ........................................................................ 29
Figure 23 : CP Deviation side aligned on the same scribeline illustration ............................................................ 30
Figure 24 : Grapic of early use of 20" CP Result ............................................................................................................... 31
Figure 25 : Well situation in TUNU, HANDIL, and TAMBORA. ................................................................................... 32
Figure 26 : Narrow CP driving direction tolerant illustration .................................................................................. 33
Figure 27 : CP collision issue example in TN‐P68 ........................................................................................................... 33
Figure 28 : CP spiraling T‐Desk View ................................................................................................................................... 34
Figure 29 : 20” CP Fins Configuration .................................................................................................................................. 35
Figure 30 : Driving Sleeve ......................................................................................................................................................... 36
Figure 31 : Rigidizing CP & Use of Driving Sleeve Improvement Results.............................................................. 37
Figure 32 : WAD‐GPS Installation .......................................................................................................................................... 38
Figure 33 : Temporary Template Installation Condition ............................................................................................. 39
Figure 34 : Scaffolding Condition ........................................................................................................................................... 40
Figure 35 : Wide Bride on I‐Beam Illustration ................................................................................................................. 40
Figure 36 : Fit‐Up Frame Joining Illustration .................................................................................................................... 41
Figure 37 : Driven CP stump cut off after driving............................................................................................................ 42
Figure 38 : Precision Surface Direction and Joining Precision Improvement Result Graphic ...................... 43
Figure 39 : Hammer Alignment Comparison Picture..................................................................................................... 44
Figure 40 : Inner Hammer Sleeve Meassurement Ilustration .................................................................................... 44
Figure 41 : Checking Hammer Sleeve ID & Direction Accuracy Improvement Result Graphic .................... 45
Figure 42 : Debris Probe Picture ............................................................................................................................................ 47
Figure 43 : Stabbing Angle and Driving Sleeve Illustration ........................................................................................ 48
Figure 44 : Stabbing Angle & Direction Accuracy Improvement Result ................................................................ 49
Figure 45 : Side Control Improvement ................................................................................................................................ 50
Figure 46 : Side Control at Driving Sleeve .......................................................................................................................... 50
Figure 47 : Driving Sleeve Bottom Side Knob Control & Direction Accuracy Improvement Result........... 51
Figure 48 : Side Deflection Illustration ................................................................................................................................ 52
Figure 49 : Pipe Deflection Measurement Roller ............................................................................................................. 53
Figure 50 : Driving Sleeve Bottom Side Knob & Direction Accuracy Improvement Result ........................... 54
Figure 51 : 1st CP Joint Configuration for High Inclination CP .................................................................................. 55
3
Figure 52 : CP Deflection for High Inclination CP ............................................................................................................ 55
Figure 53 : Stabbing Illustration for High Inclination CP ............................................................................................. 56
Figure 55 : TN‐P68 surface plan trajectory map view condition .............................................................................. 57
Figure 54: H‐Q‐353 Vertical Section Well Path ................................................................................................................ 57
Figure 56 : TN‐P68 Driving Monitoring............................................................................................................................... 58
Figure 57: TN‐P68 Vertical Section Well Path .................................................................................................................. 59
Figure 58: TN‐P68 Trajectory Plan View ............................................................................................................................ 59
Figure 59 : H‐LB‐65 Driving Monitoring ............................................................................................................................. 60
Figure 60: H‐LB65 Trajectory Vertical Section & Plan View ...................................................................................... 61
Figure 61 : Hydraulic Hammer ................................................................................................................................................ 62
Figure 63 : Hydraulic Hose and Sling ................................................................................................................................... 62
Figure 64 : I‐Beam Locking Device ........................................................................................................................................ 63
Figure 65 : BAF Picture and Dimension .............................................................................................................................. 64
Figure 66 : Driving Sleeve ......................................................................................................................................................... 65
Figure 67 : CP Stabbing in Driving Sleeve Illustration .................................................................................................. 66
Figure 68 : Fit‐Up Frame ............................................................................................................................................................ 67
Figure 69 : 1st CP Joint Configuration ................................................................................................................................... 68
Figure 70 : 2nd CP Joint Configuration ................................................................................................................................ 68
Figure 72 : CP Shoe Cut‐Off Illustration............................................................................................................................... 69
Figure 71 : CP Joint Measurement Illustration ................................................................................................................. 69
Figure 73 : CP Deflection Check .............................................................................................................................................. 70
Figure 74 : Baker Hughes Check List .................................................................................................................................... 71
Figure 75 : Inner Hammer Sleeve Picture .......................................................................................................................... 72
Figure 76 : Driving Sleeve Alignment Bolt ......................................................................................................................... 72
Figure 77 : Bottom part of Driving Sleeve Check............................................................................................................ 73
Figure 78 : BAF on Permanent Platform Installation Illustration ............................................................................ 74
Figure 79 : I‐Beam & Wood Planks Installation ............................................................................................................... 74
Figure 80 : Prohibited I‐Beam Installation Practice ....................................................................................................... 75
Figure 81 : Well Location Definition Using Theodolite ................................................................................................. 76
Figure 82 : Well Position Confirmation Using RTK......................................................................................................... 76
Figure 83 : BAF Installation on Temporary Template Illustration .......................................................................... 77
Figure 84 : CP Direction Plan Confirmation Using WAD GPS ..................................................................................... 78
Figure 86 : Debris Probe Illustration .................................................................................................................................... 80
Figure 87 : 1st CP Joint Running Illustration ...................................................................................................................... 81
Figure 88 : CP Verticality Check.............................................................................................................................................. 81
Figure 89 : Stabbing Angle Setting Using Alignment Bolts .......................................................................................... 82
Figure 91 : CP Joining Cut Illustration .................................................................................................................................. 84
Figure 90 : Fit‐Up Frame Installation to BAF illustration ............................................................................................ 84
Figure 92 : Welding Fit‐Up Illustration................................................................................................................................ 85
Figure 93 : Welding Inspection Illustration ....................................................................................................................... 85
Figure 94 : Hammer Sleeve Position at End Oh Hammering Operation ................................................................ 86
Figure 95 : CP Driving Refusal Example .............................................................................................................................. 87
Figure 96 : Pin Connector Installation Illustration ......................................................................................................... 87
4
LIST OF TABLES
Table 1 : Well Architecture Evolution part 1 ................................................................................................................................ 14
Table 4 : CP Evolution in TTH Summary ........................................................................................................................................ 19
Table 5 : CP Incident Summary........................................................................................................................................................... 21
Table 6 : Control Attempt 24" CP ....................................................................................................................................................... 23
Table 7 : Scribeline Movement Illustration ................................................................................................................................... 26
Table 8 : 24” CP Direction Control Result Summary ................................................................................................................ 28
Table 9 : Spiraling CP Actual Trajectory ......................................................................................................................................... 34
Table 10 : Driving Curve Comparison Table of TN‐AA185 to TN‐AA184 & TN‐AA186 ............................................. 46
Table 11 : High Inclination CP Result History .............................................................................................................................. 56
Table 12 : CP Joints Configuration..................................................................................................................................................... 68
5
GLOSSARY
API 5L American Petroleum Institute Tubular Part
Azm Azimuth
BAF Base Alignment Frame
Bboe Billion barrel oil equivalent
BOP Blow Out Preventer
BRT Below Rotary Table
CF Clearance Factor
CtoC 3D Distance between Center to Center of the wells
DIR Direction
DS Driving Sleeve
ECP/STD/DMM Engineering Construction Project/ Study/ Data Management and
Mapping
GSR Geology Study and Reservoir
GTS Gathering Terminal Satellite
High‐Low Non uniform Welding Gap
ID Inner Diameter
Incl Inclination
Mbopd Thousand barrel oil per day
mMD Meter Measured Depth
MOC Management Of Change
MPI Magnetic Particle Inspection
MSD Minimum Separation Distance between wells; 3D distance between
reference well EOU edge to drilled well EOU edge.
NPT Non‐Productive Time
NPU North Processing Unit
OD Outer Diameter
POD Plan Of Development
POOH Pull Out Of Hole
PPF Lb per Ft
PSC Production Sharing Contract
RTK Real Time Kinematic
TOPO or PAGEO Topography Survey Contractor Company
UT Ultrasonic Testing
WAD GPS Wide Area Differential Global Positioning System
Water‐pass Indonesian common name for spirit level tool
WHPF Well Head Platform
WI Welding Inspector
WLC/TTH Well Construction / Tunu Tambora Handil
WT Wall Thickness
X56 Pipe Grade
6
1 INTRODUCTION
1.1 TUNU-TAMBORA-HANDIL FIELD
TAMBORA
Discovery: 1974
Production start‐up: 1984
Number of Wells: 158 well paths
(April 2016)
TUNU
Discovery: 1977
(April 2016)
HANDIL
Discovery: 1974
(April 2016)
Figure 1: Tunu Tambora Handil Map Location
Tunu, Tambora & Handil fields (abbreviated as TTH) are part of the Mahakam Production Sharing
Contract (PSC) operated by TOTAL E&P Indonésie (TEPI). TEPI owned 50% of share interest and as
well as field operator, then the other 50% owned by INPEX. Mahakam PSC is located in East
Kalimantan, North – East of Balikpapan City.
Tunu Field Development is the main driver of the extensive drilling program in Mahakam PSC
Swamp area since 1990. Hence, most of the development technique is mainly to suite the Tunu
Field Development.
7
The fields, along with others in the region, supplies gas to the Bontang LNG Plant and to a lesser
extent, the KALTIM Industrial Estate (domestic consumers). Both consumers are located to the
North of TTH field location.
Other gas suppliers besides TTH Fields are Peciko, Tambora, Handil, Bekapai and Sisi/Nubi fields,
operated by TEPI, as well as other hydro carbon field in East Kalimantan operated by VICO,
CHEVRON & PEARL Oil.
Overlaying TTH Fields over Paris & Jakarta map indicating how big the area occupied by TTH Fields.
Pontoise
Charles de Gaulle Tangerang Bekasi
Jakarta
Marne la Vallée
Versailles
Parung
Purwakarta
St-Rémy Bogor
Melun
Cianjur
Jasinga
Figure 2: TTH Field Overlaid on Paris Figure 3: TTH Field Overlaid on Jakarta
1.1.1 Tunu Field History

TUNU is a giant gas condensate field (70 km long by 18 km wide) located in the swamp
environment at the edge of the Mahakam Delta, East Kalimantan. Tunu Field was discovered in
1977 by the well of TN‐1. Delineation wells were drilled in the period of 1977 – 1989.
The first production was in 1990 from the crestal area with the wells surface location at CPU. The
well‐head are distributed in Gathering Terminal Satellites (GTS) A, B, C, D & E. Further move to
South Phase in 1994 with GTS F & G.
In 1997 development on North Part, centered at NPU with well‐head distributed on 5 GTS: I, J, L M
& N; while to Western Flank distributed on 5 GTS: H, K, P, R & X. Starting in 2000 the extensive
8
development is going further to North & South Flanks on the existing GTS. Well target location
spacing become less & less with infill development wells starting in 2004. In 2010 shallow zone
development was started. Infill 400 m spacing pilot started in 2011, and the development of infill
400 m spacing was commenced in 2014. All the above additional wells are with wellhead
distributed in the same GTS, making more wells crowding in the exiting GTS.
Figure 4: Tunu Field Development Phases
Tunu Well Spacing Development

Tunu was developed in phases steps. The initial development scheme concerned only at Tunu Main
Zone ‐ TMZ (reservoir situated between 2500 to 4500m). The Tunu Main Zone development based
on grid histories development is as follows.
The first development was a regular 1600 m grid well pattern (1990 to 2003).
1100 m well spacing for infill wells (since 2004 were developed due to poor lateral reservoir
connectivity.
To date, a further gradual reduction in the well spacing has occurred reaching 550 m. This has
taken place throughout the developed Tunu Phases 12 and 13A, B & C.
Figure 5 shows development of Tunu grid system.
9
Figure 5: Tunu Well Spacing Development
In 2013 infill 400 wells were drilled. First feed‐back on productions was encouraging. Followings
this, further 400 m infill spacing were drilled.
The directional challenge become harder because the well trajectory has to be adjusted for the 400
m spacing requirement.
Figure 6: Well Stakes vs Well Spacing
Another challenge with less spacing of the wells is the stake of the wells. Decreasing well spacing
also reduced the expected stake per well.
The economic challenge of the well due to its limited stake reserves is the driving factor to drill the
well with more cost efficient One of the mean to suite the requirement is to use the existing
surface facility.
Meaning, more well number density in the same area
10
Tunu Shallow Reservoir Well Development
Figure 7 : Mean to Develop Tunu Shallow Reservoir
In 2009 Tunu Shallow Reservoir located in 600 – 1200 m TVD started to be exercised. A few
reservoirs were recognized by existing wells (seen as shallow hazard previously). The reservoir is
considered having good reservoir property with a strong aquiver support, consequently to the
shallow unconsolidated formation, the production Is requiring sand control. The production of
shallow reservoir as illustrated in figure 7 are:
 Using existing TMZ well:
o By performing Light Work Over,
o Drilling Twin Wells, and
o Drilling opti twin wells.
 Based on Seismic Current Acquisition
Drilling new independent wells, based on the data acquisition
1.1.2 Tambora Field History
Tambora Field was discovered in 1974, followed by 23 appraisal wells to the year of 1984. Oil
Development wells were drilled in the period of 1985 to 1989. Gas development wells drilled in the
period of 1990 – 1995 with wellhead concentrated in GTS‐1 & GTS‐2. POD phase 2 was performed
in 2003 to 2009 with wellheads located in additional GTS‐2ex, GTS‐3 and GTS‐4. Further
development in phase 3 (2010 – 2013) and phase 4 (2014 – current) without adding GTS.
Since 2014, Tambora development is based in deterministic mean; which is attempting to produce
gas on the up‐dip of the existing producing wells. Therefor the drilled wells were targeted on the
crestal Tambora reservoir. The Tambora POD Phase 4 drilling campaign were without adding major
surface facilities; ie: by maximizing use of the existing GTS for well surface location.
In the future Tambora Asset will develop scheme as in Tunu by grade spacing.
As in Tunu Field the development scheme could lead to higher well density in the area.
11
1.1.3 Handil Field History
Handil Field was discovered in 1974. Early Handil production oil was started in 1975. A year later in
1976, Central Processing Area was inaugurated resulting a peak oil production in 1977 at 194
Mbopd, and production rate of 170 Mbopd was maintained through 1982.
In 2003 Handil oil revival plan & POD gas Phase 1 was started. In 2004 it is continued to Handil
POD. Phase 2 for both oil & gas was developed in 2007. The development is continued until recent
with POD Phase 4.
Handil infill wells were developed using dynamic synthesis and up‐dating geo‐model. The well
should sweep the spots where HC is not swept with the existing wells. The un‐swept reservoir can
either be in the crest or flank of the reservoir structure. The new infill wellheads are located in the
existing GTS/Cluster location.
1.1.4 TTH Fields Contribution to Mahakam PSC

The Mahakam PSC over 40 years development since 1974 was started as oil producer then
gradually becoming mainly gas producers. Within this period the hydrocarbon cumulative
produced from the Mahakam PSC is 4 Bboe (Billion barrel oil equivalent).
Gas production plateau occurred in period 2005 to 2010, strong decline was in 2011. But with
strong efforts the decline was less since 2012.
Challenges with TTH are: all fields are now mature, less stakes per well, complex surface
constraints and ageing installation.
Some of the wells are dying, hence to maximize hydrocarbon deliverability more well interventions
and drilling are required, as shown in illustration of figure 8.
Figure 8 : Mahakam Hydrocarbon Deliverability
12
1.2 WELL EVOLUTION
1.2.1 Well Architecture Evolution
Tunu Field with its extensive drilling campaign and most number of wells among TTH fields is the
main driver for well architecture evolution.
The well architecture evolution through decade since the early development in 1990 is for drilling
improvement to suite economic of the well. The improvement comprises of:
 Reduce drilling phase
 Reduce hole and casing sizes.
The attempts were supported by GSR by separating reservoir target based on formation pressure.
Table 1, 2 and 3 in the following pages 13, 14 and 15 show the well architecture development in
TTH fields.
13
Table 1 : Well Architecture Evolution part 1
Heavy Architecture Standard Architecture Slim‐hole Architecture

Standard Completion Monobore Completion Monobore Completion
4 Phases 3 Phases 3 Phases
17”1/2 x 13”3/8 17”1/2 x 13”3/8 17”1/2 x 13”3/8
12”1/4 x 9”5/8 12”1/4 x 9”5/8 9“7/8 x 9”5/8‐7“
8”1/2 x 7” (liner) 8”1/2 x 4”1/2 Liner 8”1/2 x 4”1/2 Liner
6” x 4”1/2 Liner
Applied 1991 ‐ 1995 Applied in 1995 Applied in 1995 ‐2005

Initial formation pressure Reduce 1 phase drilling by Reduce hole size in the
varied from depleted keeping depleted reservoir intermediate section, and
reservoir below < SG to above 9”5/8 casing shoe ensuring drilling hydraulic
maximum >1.65 SG can be performed by rig in
9”7/8 &6” section.
Still allowing to have
formation pressure >1.65
SG.
It stopped to be applied
after slimhole tubingless
completion can be
performed without losses
during cementing tubing.
14
Slim‐hole Architecture Light Architecture Opti Slim Architecture

Tubingless Completion Tubingless Completion Tubingless Completion
17”1/2 x 13”3/8 12”1/4 x 9”5/8 14”3/4 x 10”3/4
9“7/8 x 9”5/8‐7“ 8”1/2 x 4”1/2 9“1/2 x 7”
6”1/2 x 4”1/2 or 3“1/2 6”x 3”1/2
14"3/4 Ø
10"3/4 csg
9"1/2 Ø
7" csg
6" Ø
3"1/2 tbg
Applied 2002 Applied Since 2006 Applied Since 2009

Permanently applied and Reduce one phase. Reduce hole & casing size of
replaced monobore after Initially the architecture was the slimhole architecture.
ensuring cementing 6” applied with maximum pore When initially applied
tubing can be performed pressure 1.30 SG and reduced the cost by $300k of
without losses. maximum inclination of 35°. the well
This can be achieved by By the time it is proven the From 7.1MM$ of slimhole
limiting formation pressure architecture can be used for tubingless to become
<1.65 SG the well more than 35° 6.8MM$ with opti slim
inclination. architecture
The tubing size then was also
reduced to become 3”1/2.
In 2010 with cooperation from
GSR, the Light Architecture is
applied to drill well initially
plan for Slimhole or opti slim
by deepening surface casing &
limiting final reservoir pressure
regime.
All the above well architectures are applied for Tunu Main Zone and all other field reservoirs.
15
For example, most previous Handil wells are designed with mono bore architecture. Then it was
replaced with slimhole architecture and lately light architecture started to be used Handil Deep
Zone. Same with Handil Field, Tambora field also slimming down the architecture taking benefits of
Tunu Main Zone Architecture evolution.
Tunu Shallow reservoir started in 2009; 3 well architecture types were developed.
Shallow Architecture
Gravel Pack Completion Stand Alone Screen Sand Consolidation
Completion (SCon) Completion
17”1/2 x 13”3/8 12”1/4 x 9”5/8 17”1/2 x 13”3/8
12”1/4 x 9”5/8 8“1/2 x 5“1/2 SAS 9“7/8 x 9”5/8 or 7“
8”1/2 x 4”1/2 Liner
Applied since 2009 Applied since 2012 Applied since 2010

Mainly for the well with Limited for well with low 1St trial in 2010.
‘sufficient reserve’; ie:> 1bcf inclination. Applied mainly for
Economic scale requiring reservoir less than 1bcf.
reserve of 1bcf. Limited used due to
Not extensively used due to production performance
the above limitation. limitation.
By the time well architecture development still being continued. The effort is to get the most
economical and fit for purpose mean to exploit the reservoir by slimming down the size and if
possible reducing the drilling phases.
16
1.2.2 GTS Platform Evolution
Initially, drilling platform in TTH area was designed as mono‐slot for a single development well.
In 1990, when Tunu field was developed, the design of platform was to accommodate 2 wellheads
per platform. At this stage, swamp rig without skidding capability was acceptable.
In parallel with the increasing development well drilling plan, the followings constraints were
faced:
 Land acquisition and reclaiming: longer time and increment cost due to fast development of
shrimp ponds.
 Accessibility of the GTS not located on the open sea
 More difficult dredging operations (potential difficulties on the fast‐sedimentation areas
such as GTS‐G and GTS‐S)
The above constraints were the driving force to be more efficient in building new platform and
utilizing existing platform to be more efficient.
In 2008 when most of the swamp rigs have the skidding capability,
 new platform is designed as quadri‐slot platform (4 wells/platform), and
 in the existing bi‐slot platform 3rd CP is driven to add one more wellhead become tri‐slot
platform.
Figure 9 : GTS Platform Evolution part 1
17
Starting 2014 when land acquisition process becomes worse due to:
 Fast development of shrimp ponds in Mahakam Area
 Land cost keep increasing
 New government rules which limiting the expansion of GTS area,
Improving the efficiency of the existing platform become a strict requirement in order to adapt
with the aforementioned constraints.
As a result, a single well platform can be converted to become to quadric slot by replacing the
jacket of the platform.
Due to its original design as bi‐slot platform, the tri‐slot platform cannot be converted to quadric‐
slot platform for the followings:
 its floor space is not sufficient to accommodate additional new well surface facilities,
 wellhead original arrangement and spacing is impossible to add one more well.
The requirement to increase the platform efficiency has consequence of increasing the well density
within the same platform.
Figure 10 : GTS Platform Evolution part 2
18
1.3 CP SIZE EVOLUTION
Conductor Pipe (CP) is the first pipe string in the oil/gas well. In CP is driven using hammer to
certain depth.
The CP function mainly during the surface hole drilling, ie:

 Foundation for Diverter
 Mean to flow drilling fluid to the mud system equipment during surface hole section, ie:
during drilling & cementing.
 Foundation for surface casing, to hang the surface casing before the cement sheath set.
The CP evolution in TTH can be summarized as follows:

Table 4 : CP Evolution in TTH Summary
CP
Field Stage Period Comment
Size
Exploration to
30” CP Driven by rig using Diesel Hammer to 50 - 60 m penetration
Development 2000
Development 2000 -
30” CP Driven by Crane Barge with borrowed diesel hammer from
2002
contracted rig to 50 - 60 m penetration for 30” and 60 – 70 m
penetration for 24”.
Development 2002 -
24” Rig contract is specified to have diesel hammer
2003
Following TN-C9 shallow gas incident post study, CP is required to

be driven to minimum 110 m penetration.
Development 2003 -
24” CP is Driven by Crane Barge using contracted Hydraulic
2007
hammer.
Development 2007 - In 2007 means to control inclination & direction started to be

24”
2014 developed followings CP direction deviation related incidents.
CP size is reduced from 24” to 20”.

As a consequence of smaller size, the current 20” CP has more
Development 2014 - difficult for controlling inclination & direction.
20”
Current With field observation, factors affecting direction deviation are
observed.
Means to improve direction are developed to control these factors.
19
In the early drilling in TTH swamp area, 30” CPs were driven with Rig Diesel Hammer. During these
days all TTH contracted rigs were specified to be equipped with diesel hammer. The 30” CPs were
driven to refusal point of diesel hammer usually around 50‐60 m penetration below sea/river bed.
Duration to drive CPs was 2.5 to 3.0 days. Then since the CP Driving operation was NOT considered
exposed to any hazard requiring rig equipment; in 2000 the CP driving operation was removed
from the rig time. The work was transferred to the site preparation period using Construction
Crane Barge. Most of the crane on Crane Barge had much more capacity than sufficient for lifting
hammers. The hammer was borrowed from contracted rig (Apexindo was the only rig contractors
allowing its hammer to be operated out site its rig). In 2002 it was decided to reduce the CP size
from 30” CP; 1” Wall Thickness to become 24”; 0.75” WT. Contingency measured at the time; a
17”1/2 tapered mill was prepared on the rig in case the CP collapsed. After several wells with 24”
OD – X56 ‐ 0.75 WT CP proved without anomaly, it was concluded the 24” OD – X56 ‐ 0.75 WT CP is
sufficient for TTH wells.
In 2nd June 2003 a shallow gas kick occurred in the well TN‐C9 drilled by Ensco‐1 rig. 24” CP was
driven to 62 m penetration below mud line (93 m MD BRT); 17”1/2 shallow gas phase was drilled to
TD at 1691 m MD/1299 m TVD. 17”1/2 was pulled normally with flow check performed at TD and
24” CP. After BHA laid down and 13”1/3 CP was run to 140 m MD, flow was observed. The diverter
was closed and flow is diverted through diverter line. Attempt to kill the flow by pumping all the
mud followed by sea water failed. Flow was monitored, and gas craterring was observed around
the rig. To prevent further loss, casing was dropped to the well, Ensco 1 rig was pulled off location
to safe area.
After the incident, study was performed. With gas craterring observed around well location,
meaning the well kick fluid pressure cannot be held by formation strength at CP shoe.
With 24” CP shoe depth only ±60 m below mud line the formation strength is not sufficient for the
shallow phase drilling aiming to reach ±1200 m TVD.
The study recommendation is requiring the CP driven to ±110 m penetration below mud line for
the formation strength able to hold shallow gas kick at ±1200 m TVD.
The depth requirement cannot be performed using diesel hammer.
A hydraulic hammer with minimum of 90 k‐joule power delivery is required to suite the
requirement. Then a CP Driving Service with Hydraulic Hammer was commenced in 2003.
Following the spirit of well architecture slimming down; in 2011, 20” CP X56 0.625 WT was driven
for several wells in Tunu wells as pilot to test the possibility to be used as CP. At the time, the trial
was checking ability of 20” CP X56 0.625 WT to be driven to 110 m penetration without
experiencing pipe collapse.
Based on the criteria, then the 20” CP X56 0.625 WT is considered acceptable to be used as
standard CP in TTH field wells. Then, 20” CP X56 0.625 WT was started to be purchased and used in
all TTH well CPs since 2014.
20
2 MANAGING CHALLENGE
2.1 BACK GROUND
Since the directional drilling technique used in the oil well drilling, it was known CP always
deviates when driven regardless of the CP size (confirmed by GYRO in CP).
During the use of 30” CP which was driven to refusal point with diesel hammer, average
penetration in Handil and Tambora is ±50 m and Tunu is ±60 m. During the use of 30” CP period, it
was acceptable NOT to control CP inclination & direction for:
 Well number around GTS still relatively not much, collision issue was NOT excessive.
 With 30” sturdiness & rigidity, CP is relatively vertical when driven. High Inclination unlikely
resulted, usually <4°.
 Platform was not crowded with wells. Even initially, only one slot well in a GTS platform.
At the time, CP inclination & direction were not controlled; CP was driven as long as it reached the
desired depth.
After CP clean out and gyro run, the well path was nudged to its intended direction. Whatever the
gyro result on CP (direction & inclination); well path correction with directional drilling work was
not risking of colliding the well with the well previously drilled.
Hence, deviated CP was accepted as it was (no collision issue seen) and well path was corrected
conveniently. There was no requirement to control CP inclination & direction.
Starting in 2002 with:

 CP size was reduced to 24”, meaning CP started to be relatively more flexible.
 Driving depth is required to be deeper.
Several incidents related to CP direction & inclination occurred and costing severe drilling related
cost. In the extreme case the slot has to be abandoned because CP of the wells in platforms was
colliding.
Followings table summarized CP related incidents which lead to control the CP inclination &
direction:
Table 5 : CP Incident Summary
RIG NPT
WELL RIG DATE BRIEF INCIDENT & MITIGATION COST (k$)
days
CP deviated to existing TN‐AA8 on adjacent
platform. The co‐slot well TN‐AA17 CP also
TN‐AA2 Raissa Dec‐06 3.5 360
deviated to TN‐AA2.
Wait for WLI to secure TN‐AA8
CP deviated to opposite direction.
290 + slot
TN‐S20/S21 Searex IV March‐07 Loss one slot. Target drilled from other slot. 1.8
redesign
Later days, slot used to drill other target.
21
On 11 Dec 2006, after cleaning out 24” CP with 17”1/2 BHA and gyro was run in‐side the CP, it was
found gyro is showing that CP inclination 4.60° at direction 241.91° A approaching existing well TN‐
AA8. Drilling was resumed with attempts to stay away from the existing well TN‐AA8 failed; the
well path was still too close to TN‐AA8 at 2.68 m distance at CP shoe depth.
To resume drilling, TN‐AA8 was secured and the annulus is pressure up for possible collision
monitoring. The rig had to be on stand by while WLI securing TN‐AA8 well. Total time NPT was 3.5
days with estimated cost of US$360 000,‐‐
At the time the collision avoidance rule was not developed and requirement for anti collision was
not so stringent like this time now. Should the current rules applied, the cost would be much
more than US$360 000,‐‐.
In 7 – 11 January 2007 two CPs were driven in bi‐slot platform #7 of GTS‐S for the planned TN‐S20
& TN‐S21 slim‐hole architecture wells. On TN‐S20 drilled by Searex‐4 rig; after CP cleaned out and
gyro run in the CP; it was found TN‐S20 CP is closing to TN‐S21.
Heavy directional drilling nudge was required to resume TN‐S20 with extensive gyro run on wire
line during drilling surface section. NPT due to this work was 1.8 days with estimated cost of
US$290000,‐‐.
At the time, slot TN‐S21 was decided to be abandoned and the target initially assigned for TN‐S21
was drilled from other platform. However due to slot requirement, few months later, the slot was
assigned for other target with lighter architecture (LA). Even 4 years later, 3rd CP was driven for
TN‐S51 well.
Why CP Deflected When Driven?

Every pipe manufactured is NOT perfectly straight. They always deflected in certain side.
Figure 11 : Pipe Deflection
Defelection is expressed in percentage = Pipe Deflection divided by Total pipe Length
API 5L is allowing maximum deflection 0.2% of the pipe length.

Since the purchase of OCTG mainly referring to API Specs, then all the CP material always has
deflection.
22
Before the CP related incident, the 24” CPs were joined just fulfilling the welding requirement only,
ie: ovallity, high‐low, and pipe seam has to be separated 0.25% Pipe OD. Then, 24” CPs were driven
with the deflection of each pipe joins were not aligned, resulting the CP can deviate anywhere in
direction.
When bi‐slot platform started to be introduced in 2004 and CP collision issues were experienced in
December 2006 and in March 2007 (as explained above) attempts to control deviated CP started to
be developed.
2.2 CONTROLLING & IMPROVING 24” CP DEFLECTION DIRECTION

Mean to control 24” CP direction & inclination started to be developed. The following table
summarized the main Improvement Attempts.
Table 6 : Control Attempt 24" CP
No Control Attempt 24” CP

1 Aligned CP deflection & directed to planned direction
2 Cut Mule Shoe Angle on CP join #1 (*)
3 Weld 1 fin on shoe join at Mule Shoe Sharp End side
4 Add fin #2 on 2ND join at the opposite Mule Shoe Sharp End side
Figure 12 : Control Attempt 24" CP

(*)Note: Initial cut angle 30 resulting average inclination 9o‐11o. Reduce cut angle to 20o resulting
o
average inclination 5o‐7o.
2.2.1 PIPE DEFLECTION

Challenge
The pipe deflection is affecting pipe behavior when the pipe is driven as conductor pipe.
Solution Developed
To take best advantage of the imperfect pipe condition, the deflection sides of pipes are aligned in
one side to help build inclination. The concave deflection side (inner arc) is directed to the plan CP
well direction.
23
In the early identification of 24” CP concave deflection, simple method was used to identify CP
concave deflection side as shown by illustration in figure 12.
Figure 13 : Deflection Measurement Illustration
 At the welding shop, the CP was set across pipe rack.

 A strong string was stretch across pipe length at several pipe side positions.
 When the maximum deflection identified, the side is marked as concave side.
 One set of CP consist of the followings (to suite 110 m penetration below mud line):
1 x 24 m long CP Shoe Join, 5 x 18 CP Joins and 1 x 12 m.
 Every pipe component with marked concave side is checked
 The joints is defined at the welding shop with condition the joints when welded is not
jeopardizing welding joint requirement (ie: high‐low and seam separation).
At the well side, the pipe was pickup with sequence already prepared in welding shop.
The marked concave deflections are aligned with scribe line. The scribe line is directed to the well
plan direction.
This first attempt though not perfect, started to give CP direction control. Most CP at the time
deflected in the same quadrant of the plan well direction.
2.2.2 MULE SHOE

Challenge
After several 24” CP driven with aligning the concave deflection side, requirement to have more
24” CP direction accuracy was increasing due to well density in the area.
Solution Developed
Idea of initiating deflection by cutting mule shoe on the shoe joint was implemented. Mule shoe
cut profile is intended to initiate build inclination in the direction of the well plan direction. The
formation reaction force effect to mule shoe profile described as follows:
When CP starts to shear the soil as it driven through the formation, formation generates friction
force acting on the CP wall. On the CP sharp end side, the friction force is slightly bigger than on
the opposite side (refer to figure 13 for the illustration). CP starts to flick due to this different. As
the CP goes deeper, and the formation become firmer, difference of the friction force acting on
these opposite becomes bigger. The building of inclination is continued.
24
As it can be seen on the CP gyro survey result, the build‐up rate inclination is bigger in the deeper
part of CP.
Figure 14 : Mule Shoe Friction Theory
Apart of the friction force acting on the CP wall, the force acting at the bottom of CP also has factor
in building the inclination as illustrated below. When the force from the hammer is applied to the
CP string and continued longitudinally to the bottom tip of CP, the force get reaction force by
formation. It is illustrated in figure 14 below.
Figure 15 : Mule Shoe Reaction Force Theory
25
At the well site when 24” CP driven, on the 24” CP string with aligned concave deflection and sharp
end mule shoe side, a scribe line is drawn. This scribe line is directed to the well directional plan
direction. The shoe joint before being picked‐up can be seen in the following figure 15.
Figure 16 : Shoe Joint Picture
Initially the mule shoe cut‐off angle was 30° resulting average inclination 9°‐11°. Then it was
reduced to become 20° resulting average inclination 5°‐7° which fit for the purpose with well
directional drilling plan.
With the CP Mule shoe cut‐off, the average 24” CP deviation is improving from 78° Azimuth
deviation down to 34° Azimuth Deviation.
2.2.3 PREVENTING CP TURNING WHEN DRIVEN WITH FIN
Challenge
When 24” CP driven, it was observed the scribe line of concave deflection and sharp end mule shoe
is moving off from reference well directional plan.
As an example the following example from TN‐Dx25 well 24” CP driven in 10 – 13 May 2007. The
scribe line was moving off from reference point (well directional plan) and became bigger as the CP
depth getting deeper. Table 7 : Scribeline Movement Illustration
CP jt # Distance ° Azimuth
1 cm °A
2 1 cm 2°A
3 3 cm 5°A
4 4 cm 7°A
5 6 cm 11°A
6 8 cm 14°A
Figure 17 : Scribe Line Movement Illustration
Scribe line observation movement off from reference point can be referred in the table 7 on the
right.
26
Solution Developed
Installing the fin on the 24” CP string idea was to prevent the turning of CP while it is driven.
Illustration of the mechanism can be seen as follows:
Figure 18 : CP Turning Illustration
Initially as mentioned in Control Attempt #3, one fin was installed on the CP string. The fins
description & sizes can be referred in the following figure 18:
Figure 19 : 1st Fin Description
With one fin, the attempt improved 24” CP deviation from 34° Azimuth deviation down to 23.5°
Azimuth Deviation.
27
2.2.4 STRONGER PREVENTION OF CP TURNING WHEN DRIVEN WITH 2ND FIN
Challenge
Although one fin already reducing CP turning when driven with a leap frog improvement on CP
accuracy; however, during CP driving operation, scribe line slight movement still observed.
Solution Developed
Additional fin #2 was added to the 24” CP string. The 2nd fin was installed on the 2nd CP at the
opposite of the scribe line. The 2nd fin is expected to give more resistance for CP to turn when
driven.
When this 2nd fin added to the CP string, there was no more scribe line movement observed
anymore during CP Driving operation. Following picture shows record on no scribe line movement
from the start of CP driving until the last join driven.
Figure 20 : Scribe Line Movement Result Illustration
Adding 2nd fin in the string (described as Control Attempt #4), reducing average direction deviation
with 24” CP from 23.5° Azimuth deviation down to 15.7° Azimuth Deviation.
These attempts to control 24” CP Direction is used since 2007 until end of 2013 can be summarized
in the following table:
Table 8 : 24” CP Direction Control Result Summary
DEVIATION DEVIATION
NUMBER
24” CP Control Attempt (o Azimuth) < 15o
CP
MIN AVG MAX Nb CP %
DRIVEN
1 Aligned CP deflection 99 23 78 126 0 -
2 Cut Mule Shoe Angle on CP join #1 11 2.3 34 81 5 40
3 Weld fin #1 on shoe joint 20 1.2 23.5 74.5 9 45
4 Add fin #2 on 2nd Joint 17 0 15.7 46.3 10 53
Note: Accuracy improvement can be seen on improvement on average deviation and
improvement in percentage of CP deviation less than 15°.
28
2.2.5 APPRECIATION FOR CONTROLLING 24” CP DIRECTION
The method to control 24” CP Direction was proposed in the Total HQ Innocom (Innovation
Competition) in 2009. The TTH team idea to control CP direction was awarded as Best Idea.
Figure 21: Best Idea Total HQ Innocom 2009 Award
Figure 22: Best Idea Total HQ Innocom 2009 Award Inauguration
29
When the 1st edition of CR EP FP 415 issued in 2009, the method of controlling the CP direction was
also included in the CR.
Figure 23 : CP Deviation side aligned on the same scribeline illustration
30
2.3 CONTROLLING & IMPROVING 20” CP DEFLECTION DIRECTION
2.3.1 BACK GROUND

Following 20” CP Trial in 2011 where the 20” CP was proven able to be driven to 110 m depth
penetration without experiencing pipe collapse, 20” CP and wellheads were started to be
purchased and in 2014 WLC/TTH 20”CP size was started to be used as TTH standard CP.
This size of CP apart of smaller in diameter the CP is also thinner.

CP specifications comparison:
 24” CONDUCTOR PIPE: 24"OD, GRADE X56, 0.750"WT, 186.23 PPF
 20” CONDUCTOR PIPE: 20"OD, GRADE X56, 0.625"WT, 129.33 PPF,
In the early use of 20” CP using 24” CP inclination & direction control mean, the result was very
disappointing as shown in following graph below.
Figure 24 : Grapic of early use of 20" CP Result
These disappointing results requiring a lot of efforts to correct well path to reach back its initial
directional plan (MOC, Game Plan etc). Whenever CP Clean out operation is carried out, the whole
TTH team has to stay alert. Since CP direction result can be significantly away from plan direction
there will be a lot of major changes in the well program.
Even in some occasion the drilling program cannot be resumed because it’s CP bottom hole
location is too close to adjacent existing well. The target reservoir has to be accessed from other
surface location.
After few years with 24” CP without major issue with CP direction, the use of 20” CP with big
uncertainty of CP direction in 2014 requiring major effort to be able to control the 20” CP direction.
31
2.3.2 DIRECTIONAL DRILLING CHALLENGES & REQUIREMENT
In the initial TTH fields development where platform was assigned only for one well, the directional
work was only attempting of directing well path to hit the well geological targets. Collision issue
was not identified apart from well spacing was quite far and location was not crowded with existing
wells.
At the same time of 20” CP application, following development schemes were also implemented:
 Reduction of infill well grade spacing
 Platform efficiency drilling more wells without building more GTS .
With all the above, wells become more crowded in the same GTS area. Shallow target
development with long horizontal displacement, requires kick‐off to be performed aggressively at
shallower depth.
Following illustrations are current situation with well situations in the GTS of TTH filed.
TUNU HANDIL
TAMBORA
Figure 25 : Well situation in TUNU, HANDIL, and TAMBORA.
Nowadays, thousand wells have been drilled in Mahakam Swamp area. This condition make
trajectory anti collision plan becomes harder challenge. Company Rules with anti collision become
more stringent making directional collision issues become more complex.
32
Mitigation is essential to avoid the collision issues. CP is the 1st pipe string in the drilling operation
consequently CP direction is affecting the sub‐sequence directional drilling operation.
With the crowded well trajectory, CP deviation direction tolerant becomes narrower also. In an
extreme example the narrowest driven CP driving tolerant was ±2.5o right and left. A close actual
CP direction to plan driven CP direction definitely helps securing well from anti‐collision issue.
Figure 26 : Narrow CP driving direction tolerant illustration
Some collision issues start to appear in CP driving stage. One example is happened in TN‐P68 as
shown in the following picture well spider plot.
TN‐P68
TN‐P22
Figure 27 : CP collision issue example in TN‐P68
33
2.3.3 20” CP IMPROVEMENT PROGRESS
The followings improvements progress is the most recent improvement performed in TTH
to control 20” CP Deflection Direction after disappointing results of using 24” CP mean.
2.3.3.1 IMPROVEMENT #1: INCREASE CP RIGIDITY

Problem
The high flexibility of 20” CP can be seen on CP Gyro run result after clean out. 20”CP is
observed turning/spiraling from surface to the CP shoe. As the CP size & thickness reduced,
the 20” CP sting is more flexible to be flexed when driven.
The spiraling behavior is caused by this flexibility of 20” CP. Hence a rigidizing mechanism is
required to compensate the flexible 20” CP. Adding fins on the 20” CP string is expected to
make CP more rigid.
Followings is survey result of the spiraling CP. It can be seen at 40 m MD with 0.37°
inclination at 30.22° Azimuth Direction, the CP is spiraling when building angle to 3.36°
Inclination at 128 m MD by turning direction to become 72.97° Azimuth Direction.
This phenomenon occurred to most of 20” CP driven using method of 24” CP Driving (which
was successfully control 24” CP for years).
T‐Desk CP Spiraling
Table 9 : Spiraling CP Actual Trajectory
MD Incl Az
(m) (deg) (deg)
0 0 0
20.72 0 30
40 0.37 30.22
60 0.68 60.03
80 1.03 63.95
100 1.7 64.26
120 2.57 70.98
128 3.36 72.97
CP Dir @ 40 mMD CP Dir @ 60 mMD CP Dir @ 80 mMD CP Dir @ 100 mMD CP Dir @ 120 mMD
Figure 28 : CP spiraling T‐Desk View
34
Solution: Rigidizing CP by adding fins
Previous 24” CP fins design consist of 2 fins installed at high side and low side of the CP join.
To prevent 20” CP spiraling when driven, it is desired to make the 20” CP string more rigid
and prevent to turn when driven.
By adding fins it is expected able to suite the desire to make 20” CP string more rigid. Six
fins are installed at same high side/scribe line concave deflection side of the CP join.
Figure 29 : 20” CP Fins Configuration

Number of the fins are 6 each with 6 m distance among the fins.
Fins numbers 1st to 3rd are designed with two taper shapes at the front and rear of fins. This
fins double tapered shape help fins pass through the driving sleeve rail when 20” CP is
reciprocated. The CP usually is reciprocated to ease off formation turning effect when CP
string still in the self penetration stage. Once CP string in the hard formation and
penetration is done with hammer weight (and blow), the formation turning effect is
prevented by the fins.
35
2.3.3.2 IMPROVEMENT #2: DRIVING SLEEVE PREVENTING CP TO TURN DURING SELF
PENETRATION STAGE
Problem
CP tends to turn when it is self penetrating the formation due to formation effect.
Solution: Driving Sleeve
Driving Sleeve is 30” diameter by 6 m long steel cylinder with rails for fins to pass through
which prevent CP to turn when 20” CP is running and penetrating soft formation. Six
alignment bolts on top of driving sleeve adjusted to assist keeping the CP vertical. The
driving sleeve is installed on BAF (Base Alignment Frame) by tag weld. BAF is attached to
platform floor or in the case temporary template is attached to pair of I‐beam.
The fins rail side of driving sleeve is directed to the well plan direction. The fins rail keep the
20” CP scribe line of concave deflection and mule shoe sharp end at plan well direction
when 20” CP is run through. The distant among the 20” CP fins is 6 m. With this
combination mechanism the 20” CP scribe line is kept at the well plan direction. When one
fin is passing bottom of driving sleeve; the next fin enters the fin rail.
Fin Rail
Fin Rail
Figure 30 : Driving Sleeve
36
3.3.1.3 IMPROVEMENT RESULTS OF RIGIDIZING CP & USE OF DRIVING SLEEVE
As shown in the following chart; CP rigidity improvement and the use of driving sleeve
attempt increases CP direction average accuracy from 45.7o A to become 36.8o A. From 27
CP driven, 8 CPs had been driven with average accuracy below 15o.
Figure 31 : Rigidizing CP & Use of Driving Sleeve Improvement Results.
37
2.3.3.3 IMPROVEMENT #3: PRECISION SURFACE DIRECTION
Problem
After the well plan direction information sent to field by TEPI office Balikpapan (WLC/TTH &
ECP/STD/DMM), TOPO Surveyor uses compass and theodolite to define well location and
plan direction. No confirmation tool was available on location to eliminate direction
ambiguity. The ambiguity was worsening if CP driving was conducted using temporary
template at remote area.
Solution: WAD‐GPS (Wide Area Differential GPS)

Eliminating this ambiguity, WAD‐GPS (Wide Area Differential GPS) was utilized for direction
confirmation. WAD‐GPS is a very accurate GPS with 5 cm accuracy. For direction correction
check, two WAD‐GPS antennas were installed at BAF as in picture below. The position of
two antennas is representing the CP direction. By knowing the location coordinate of the
two antennas, direction can be defined and confirmed. The precision on direction definition
is greatly improved after utilization of WAD‐GPS. WAD‐GPS had also been cross‐checked
against Gyro Data tool. The difference is very small; ie: less than 0.025° Azimuth.
Figure 32 : WAD‐GPS Installation
38
2.3.3.4 IMPROVEMENT #4: OPERATION SAFETY IMRPOVEMENT & CP JOINING ACCURACY
Problem
Previously, CP joining in CP driving operation was performed in such a hazardous condition
and the condition is worse when the CP driving operation is performed in the new well
location where permanent platform is not available yet. After temporary template set as
directed by Topo Surveyor, pair of I‐beams set across the temporary template. This bare I‐
beam pair is used as path way and working platform. All the operation involved persons are
very prone to be over‐board to the sea.
Figure 33 : Temporary Template Installation Condition
The above I‐beam pair working platform was used until CP Shoe joint driven. When next
joint pick up to be joined, scaffolding was built to support CP driving crews during fitting up
and welding. During fitting up operation, the crews involved in CP joining exposed below
suspended 3 tons weight CP to align into the CP stump. In rough weather, the already
hazard situation become more severe; free swing CP crashing to the scaffolding may
happen. The people in the scaffolding will be in this very dangerous situation as seen in the
following pictures no 33.
The hazardous working conditions of bare pair I‐beam as working platform and people
exposed to suspended load is un‐acceptable by any safety standard.
39
Scaffolding
Figure 34 : Scaffolding Condition
Solution: Wooden Plank Bridge & Fit Up Frame

First attempt was to build a safer working platform. Across I‐beam, wood planks were set
along the pair I‐beam. With the ‘wide bridge’ personnel works is safer and minimize the
exposure to be over‐board.
Figure 35 : Wide Bride on I‐Beam Illustration
Exposing personnel below suspended load has to be avoided at all effort. Fit‐up Frame
initially was developed for this purpose, ie: removing person to guide CP when connection
was going to be made and the next CP to be joint still being lifted and swing to the driven
CP stump. The fit‐up frame shall replace scaffolding and it has to be sturdy and strong
enough to be bumped by suspended CP. The crew can guide the suspended CP using tag
line. After the CP is quite secure in the fit‐up frame then people can go into fit‐up frame to
resume the joining process. But after the condition is safe because suspended CP is quite
secured.
40
Figure 36 : Fit‐Up Frame Joining Illustration
Today, no crew needs to stand below the suspended CP to align the CP. As the structure is
more rigid the crews involved in joint welding become safer and more confident during
joining and welding operation.
Since the joining can be done in a safer situation, joining accuracy was also improving. By
steadier structure, fitting up operation could be done more precise by the crews.
The top plain end CP joint after driving is damaged due to hammer impact. Prior joining
next joint the top plain end have to be cut‐off to suite welding requirement. The crew now
can perform the cut‐off as described in the following picture precisely.
41
The Cut is perpendicular
with driven CP Axis
Figure 37 : Driven CP stump cut off after driving
It is required to cut off the top of CP perpendicular to the axes of driven CP (picture 36 ideal
case). If the cut off is not correct, it may cause CP to flick to other direction or building un‐
desired higher inclination.
42
3.3.1.4 IMPROVEMENT RESULTS OF PRECISION SURFACE DIRECTION AND JOINNING
PRECISION DUE THE USE OF FIT UP FRAME
Precision surface direction and joining precision improvement are able to increase CP
direction average accuracy from 36.8° to become 30.2°. From 19 CP driven using the
improvement of accuracy, 8 CP had been driven with average accuracy below 15°.
Figure 38 : Precision Surface Direction and Joining Precision Improvement Result Graphic
43
2.3.3.5 IMPROVEMENT #5: CHECKING HAMMER SLEEVE ID & DIRECTION ACURACY
RESULT IMPROVEMENT
Problem
During TM‐121 20” CP driving operation, it was observed the hammer not aligned with CP
string being driven. From the picture below, it can be observed that the hammer is not
aligned to the driven CP. If the hammer un‐alignment is not at 180° off the plan direction, it
can cause to flick the driven CP deflected to other direction than the intended direction
(especially) when CP string still in soft formation (1st shoe & 2nd joins).
Solution: Hammer Sleeve ID Check

When driving was interrupted to check the hammer sleeve, it was found the sleeve reducer
had been worn out; there is too big clearance of sleeve ID to the CP OD.
TM‐121 Good Example
Hammer
Sleeve
Figure 39 : Hammer Alignment Comparison Picture
Based on this fact, hammer sleeve ID must be less than of 20.5”, The check shall be done :
 Before the hammer leaving its base and
 Prior the job executions.
Figure 40 : Inner Hammer Sleeve Meassurement Ilustration
When hammer is set on CP string, ensure they are perfectly aligned.
44
2.3.3.6 IMPROVEMENT RESULTS OF CHECKING HAMMER SLEEVE ID & DIRECTION
ACCURACY RESULT IMPROVEMENT
With this attempt to check equipment accuracy increases CP direction average accuracy
from 30.2o to be 22.3o. From 30 CP driven, 13 CP had been driven with average accuracy
below 15o.
Figure 41 : Checking Hammer Sleeve ID & Direction Accuracy Improvement Result Graphic
45
3.3.1.8 IMPROVEMENT #6: CHECKING CP LOCATION FROM METAL DEBRIS
Problem: Sea Bed Debris interfering with CP Running Operation
TN‐AA185 20” CP was driven in 26 – 29 Nov 2014 by CB Palong 3. Rig Hibiscus was moved in
8 Dec 2014 to drill the well. CP was cleaned out with 17”1/2 BHA to 129 m MD (CP Shoe at
132.7 m MD). When gyro was run in the CP, it was observed the result was excessive, i.e. :
22.98° inclination and 204.68° azimuth at 117.85 m MD. Plan direction at 120 m MD: 5°
inclination and 215° azimuth. Further drilling stage with running 12”1/4 BHA was held up at
CP shoe. It was concluded that the CP is collapsed. Then it was decided to abandon the well.
TN‐AA185 reservoir was accessed from other surface location. The related approximate cost
due to this incident was MUS$ 1.3.
Analysis
In the same plat‐form of TN‐AA185, there are:
 TN‐U15 well drilled in the period 4 Oct 2004 to 17 Feb 2005,
 TN‐AA184 & TN‐AA186 with 20” CP driven in 20 – 24 Oct 2014 and drilling
completion period in 27 Oct to 23 Nov 2014.
TN‐AA185 20” CP was driven was the last well in this quadric slot platform. Comparing TN‐
AA185 20” CP Driving Curve to TN‐AA184 & TN‐AA186 20” CP Driving Curves (with no
anomaly), it was found:
Table 10 : Driving Curve Comparison Table of TN‐AA185 to TN‐AA184 & TN‐AA186
Self‐ Hammer
Well penetration penetration Initial hammer energy
depth (m) depth (m)
TN‐AA184 & TN‐ 3 blows @ 4 kilo‐joules/25
5.5 14.75
AA186 cm
6 blows @ 10 kilo‐joules/25
TN‐AA185 3.75 13.75
cm
From the above table, it can be seen:

The self penetration depth & penetration with hammer weight were shallower and the
starting energy required to drive the 20” CP in TN‐AA185 well is bigger.
It was suspected when 20” CP TN‐AA185 stabbed to sea‐bed, it dragged along foreign hard
(metal) debris. This metal debris developed a higher friction force to the CP string, resulting
shallower self penetration depth & penetration with hammer weight depth. When driving
was resumed and the penetration become harder, the debris was held by formation causing:
 CP string to flick and build high inclination, and
 CP collapsed.
Consequently it was too risky to use the CP for further stage of drilling operation. Further
investigation with diving survey, it was found other excessive metal debris around the wells.
Further details of the incident investigation can be referred to the Attachment no.2.
46
Solution: Debris Probe
Preventive Action and Way Forward
Based on the experience in TN‐AA185, precautionary action prior to every CP Driving has to
be performed as follows:
If there is any activity prior to CP Driving in the same location, any drop object to sea bed has
to be reported.
Whenever condition permits, debris survey shall be performed.
Debris check using debris probe shall be done inside the Driving Sleeve prior to pick up shoe
joint after setting the Driving sleeve. Following are the steps:
 Run the debris probe in‐side the Driving Sleeve to sea bed.
 Rotate in 30° step clock wise 3 times, every step attempt to push debris probe with
hand to penetrate the sea bed.
 Pull out the debris probe, check the ‘tell‐tale’ plastic string. The plastic string must be
still intake, if the plastic string is broken raise the matter to Balikpapan Office.
Further debris survey with diving barge may be required.
Figure 42 : Debris Probe Picture
The method of checking debris with debris stick is proven effective. Since the method is
applied, no more similar incident like in TN‐AA185 experienced.
47
1.1.1.9 IMPROVEMENT #7: STABBING ANGLE & DIRECTION ACURACY RESULT
IMPROVEMENT
Problem
After all previous control attempts, it is observed the Inclination & Direction at CP shoe is
very close with Inclination & Direction at ±40 m MD RT (±20 m MSL). The depth is the depth
when CP shoe join #1 is spudded/stabbed to formation. At this depth, CP is penetrating
formation by its own weight. Hammering is not started yet as this depth. Expectedly it still
can be controlled by inflicting starting angle to the desired direction.
Solution: Stabbing Angle

Inflicting inclination can be developed by tilting the CP joint when started to be stabbed to
the formation. Then “stabbing angle” feature is developed.
CP joint is run thru Driving Sleeve. When it pass the bottom of Driving Sleeve (6.5 m depth
mark), CP is set to be vertical and in the center of Driving Sleeve using aligning bolts &
maneuvering Crane Boom. At the bottom of Driving Sleeve Pusher Knob is installed. CP is
lowered to 7 m depth mark. The alignment bolts (at the top of Driving Sleeve are adjusted
to push CP off center by 3 cm), resulting CP to make angle 0.28° from vertical ~ stabbing
angle.
Figure 43 : Stabbing Angle and Driving Sleeve Illustration
48
1.1.1.10 IMPROVEMENT RESULTS OF STABBING ANGLE & DIRECTION ACCURACY RESULT
IMPROVEMENT
Method improvement is able to increase CP direction average accuracy from 22.3o to be
18.9o. From 18 CP driven, 13 CP had been driven with average accuracy below 15o.
Figure 44 : Stabbing Angle & Direction Accuracy Improvement Result
49
1.1.1.11 IMPROVEMENT #8: DRIVING SLEEVE BOTTOM SIDE KNOB CONTROL & DIRECTION
ACURACY RESULT IMPROVEMENT
Problem
After CP is forced using alignment bolts to have inclination at planned direction; it was
observed CP string also tend to lean to other direction. It is found at the bottom of Driving
Sleeve on perpendicular of plan direction side clearances are allowing CP to lean. Hence the
clearances have to be removed to keep CP vertical at perpendicular side of plan direction
sides.
Solution: Side Control

At bottom of Driving Sleeve the side rail; bottom knobs are installed on both sides to
prevent CP leaning to this perpendicular of plan direction side. CP has possibility to lean on
side of the driving sleeve due to clearance between CP and side tip of driving sleeve. Side
knob is added to minimize the side clearance by eliminating side leaning tendency. To
ensure no side leaning, a spirit level tool is used for confirmation.
Figure 45 : Side Control Improvement
Figure 46 : Side Control at Driving Sleeve
50
1.1.1.12 IMPROVEMENT RESULTS OF DRIVING SLEEVE BOTTOM SIDE KNOB CONTROL &
DIRECTION ACCURACY RESULT IMPROVEMENT
This improvement to control of side leaning is able to increase CP direction average
accuracy from 18.9o to become 17.1o. From 8 CP driven, 5 CP had been driven with average
accuracy below 15o.
Figure 47 : Driving Sleeve Bottom Side Knob Control & Direction Accuracy Improvement Result
51
3.3.1.13 IMPROVEMENT #9: CP JOINT SIDE DEFLECTION CONTROL & DIRECTION ACURACY
RESULT IMPROVEMENT
Problem
Bottom Driving Sleeve is controlled; CP is deflected using alignment bolts.
When CP is checked using spirit level, the CP still leaning to perpendicular of plan direction
sides. Further checked on CP shoe join (1st on TM‐125), it is observed apart deflecting on
scribe line, join also deflecting on perpendicular of plan direction sides.
On gyro results, side deflection is affecting:
 Direction at 40 m ~ stabbing depth
 Direction & inclination at CP shoe.
Figure 48 : Side Deflection Illustration
Solution: Side Deflection Control

Steps to measuring CP Deflection:
 Set support wheel at flat surface with distance = pipe length to be measured – 3m
 Set CP joint on support wheel, the joint naturally turns to its stable position with its
center gravity at bottom. The deflected side is located on top side of pipe.
 Measure CP shoe joint deflection at scribe line & 90° off scribe line side
52
Figure 49 : Pipe Deflection Measurement Roller
Ratio Deflection
Based on actual data result, CP direction deviation will be minimum; if:
Deviation at 90° Off Scribe Line

Deviation at Scribe Line
<0.5
To minimize CP direction deviation it is required to full‐fill the above condition by choosing

CP shoe join with minimum ratio of deflection at 90° scribe line side over deviation at
scribe‐line. If the ratio is not acceptable, CP shoe join to be rejected & repaired at welding
shop.
53
3.3.1.14 IMPROVEMENT RESULTS OF DRIVING SLEEVE BOTTOM SIDE KNOB CONTROL &
DIRECTION ACCURACY RESULT IMPROVEMENT
Bottom side control knob of driving sleeve improve CP direction average accuracy from
17.1o become 11.34o. From 4 CP driven, 3 CP has been driven with average accuracy below
15o.
Figure 50 : Driving Sleeve Bottom Side Knob & Direction Accuracy Improvement Result
54
3.3.1.15 SPECIAL CASE: CP DRIVING FOR HIGH INCLINATION AT CP SHOE
In some special cases; high inclination (>7°) is required at CP shoe depth. Modification of
equipment and procedure has been implemented from the standard one. The purpose of high
inclination requirement is for shallow high inclination well and collision avoidance. In order to
achieve 10° inclination at CP shoe, modification was performed as follows:
 Mule shoe cut of angle was increased from 15o to become 17o. By increasing mule shoe cut
of angle, it was expected to help building higher inclination.
17⁰
Figure 51 : 1st CP Joint Configuration for High Inclination CP
 Based on statistical data, bigger concave deflection at 0o A side resulting actual CP

inclination will be higher. With 1st CP shoe joint had a deflection more than 35 mm, the
actual CP inclination is expected to be 7°.
>35mm
Figure 52 : CP Deflection for High Inclination CP
 Stabbing angle is the starting inclination when CP is driven. Consequently, higher stabbing
angle should resulting final inclination on CP shoe.
55
Stabbing angle was increased by adding metal plate on the bottom side of driving sleeve
(pusher knob became 3cm from 2 cm) and aligning bolts adjustment on the top part of
driving sleeve to push CP off center: 15cm at CP Plan Direction ‐ 5 cm at opposite/180° off
CP Plan Direction. Expectedly CP shoe joint leans 0.45° towards well/CP plan direction.
15cm 5cm
3cm
CP direction
Figure 53 : Stabbing Illustration for High Inclination CP
The procedure of high inclination case has been implemented for three following wells with results:
Table 11 : High Inclination CP Result History
Plan Actual
Trial# Well Comments
Incl Dir Incl Dir
1 H‐Q‐353 10 90 9.07 86.11 Stabbing angle was constraint by Driving Sleeve
top rail. Actual stabbing angle = 0.43°
2 TN‐P68 10 345 7.13 329 Formation was softer in Tunu Field. It was shown
total energy required is smaller the H‐Q‐353.
3 H‐LB‐65 10 340 11.79 324.55 Higher inclination is achieved by increasing the
blow count limit to become 250 blows/25cm from
200 blows/25cm. The CP penetration is also
deeper.
56
Detail Analysis
H‐Q‐353
H‐Q‐353 well CP was used as pilot for high
inclination CP Driving. The well trajectory was
revised to suite the requirement.
To get 10° inclination, H‐Q‐353 CP driving
operation was performed with:
 Shoe joint mule shoe of 17° (normally
15°),
 Stabbing angle of 0.43° (normally 0.28°),
and
Actual  Choosing shoe joint with deflection pipe
of 28 mm (usually ± 20 mm).
Plan
Initially 0.5°stabbing angle was planned. In the
operation the stabbing angle cannot be achieved
Figure 54: H‐Q‐353 Vertical Section Well Path
due to the CP deflection and Driving Sleeve Rail
interference. The actual stabbing angle was 0.43°.
Hence with less stabbing angle the final 9.07° inclination result also less from the plan inclination of
10°.
TN‐P68
TN‐P68 collision issues start to appear in CP driving stage. The plan CP has collision risk with
existing TN‐P22 where its CP path is converging exactly below the TN‐P68 well position. The design
trajectory map view condition at the time was as follow.
TN‐P68 Collision interval is from

TN‐P22
surface to 85 mMD
Figure 55 : TN‐P68 surface plan trajectory map view condition
57
Based on T‐Desk software anti‐collision scan the CP is in green area with CtoC was approximately
1.5 m only. Therefore, to full‐fill the anti‐collision regulation, the TN‐P68 CP has to be driven with
much higher inclination build up rate to avoid close proximity with existingTN‐P22 CP.
During TN‐P68 driving, monitoring ensuring no collision with existing wells CP was performed by
comparing/overlaying the driving curve of TN‐P68 with existing wells CP (better accuracy
monitoring should be for the same size of CP in the close by area).
For TN‐P68 CP driving operation, CP operation preparation with:

 Shoe joint mule shoe of 17° (normally 15°),
 Stabbing angle of 0.45° (normally 0.28°), and
 Choosing shoe joint with deflection pipe of 28 mm (usually ± 20 mm).
Blow count x energy graph comparison was prepared to see if there is any anomaly during driving
operation. Below is blow count x energy graphics comparison of TN‐P68 CP driving.
TN‐P68 Driving Monitoring

SOIL RESISTANCE DURING DRIVING BLOW COUNT X ENERGY GRAPHIC T‐DESK ANTI‐COLLISION SCAN
10000
15000
20000
25000
30000
5000
0
0.05
2.80
5.55
8.30
TN‐P68
TN‐P67
11.05
13.80
16.55
19.30
22.05
24.80
27.55
30.30
33.05
If there is
35.80
Possible
38.55
anomaly in
41.30 Collision
44.05 this area,
Issue
46.80
Collision
49.55
Depth
52.30 might be
Interval
happened
55.05
57.80
60.55
63.30
66.05
68.80
71.55
74.30
77.05
79.80
82.55
85.30
88.05 TN‐P67
90.80
93.55
96.30 TN‐P68
99 05
Figure 56 : TN‐P68 Driving Monitoring
Based on the CP driving monitoring with blow count x energy graph comparison, no anomaly
observed on the increment of blow count x energy with the depth.
58
When the rig was moved‐in to drill the well, after TN‐P68 CP clean out resulting inclination at CP
was 7.16° with direction diverting 16° A from the plan direction. Hence TN‐P68 was successfully
driven avoiding the collision and helping the subsequence directional work of the well.
Figure 57: TN‐P68 Vertical Section Well Path
Actual
Plan
Figure 58: TN‐P68 Trajectory Plan View
59
H‐LB65
A similar collision avoidance CP Driving requirement was also occurred in H‐LB65 well; but H‐LB65
CP also required to have high inclination due to directional requirement. The well H‐LB65 well path
is attempting to reach target in shallow depth with quite far horizontal departure.
Similar preparation with TN‐P68 also prepared for H‐LB65 with a more stringent. An additional
advantage the well is located in Handil Field, where the soil hardness is better than Tunu Field. It is
expected, the inclination result should be better with the firmer soil formation.
As for TN‐P68 CP driving operation, H‐LB65 CP operation prepared with:
 Shoe joint mule shoe of 17° (normally 15°),
 Stabbing angle of 0.50° (normally 0.28°), and
 Choosing shoe joint with deflection pipe of 43 mm (usually ± 20 mm).
H‐LB‐65 Driving Monitoring

SOIL RESISTANCE DURING DRIVING BLOW COUNT X ENERGY GRAPHIC T‐DESK ANTI‐COLLISION SCAN
10000
15000
20000
25000
5000
0
0.20
1.95
3.70
5.45
No
H‐Q‐353
H‐LB‐270
7.20
8.95
10.70 Anomaly
12.45
14.20 was
observed at
15.95
H‐LB‐179
H‐LB‐65
17.70
the time
19.45
21.20
22.95
24.70
26.45
28.20
29.95
31.70
33.45
35.20
36.95 H‐LB‐270 H‐LB‐65
38.70
40.45 H‐Q‐353 H‐LB‐179
42.20
43.95
45.70
47.45
49.20
50.95
52.70 Possible
54.45
56.20 Collision
57.95
59.70 Issue
Depth
61.45
63.20
Interval
64.95
66.70
68.45
70.20
71.95
73.70
75.45
77.20
78.95
80.70
82.45
84.20
85.95
87.70
89.45
91.20 Selenoid Hammer was
92.95 fail on H‐LB‐65
94.70
Figure 59 : H‐LB‐65 Driving Monitoring
On CP driving monitoring with blow count x energy graph comparison, no anomaly observed on the
increment of blow count x energy with the depth.
When the rig was moved in to drill the well, the gyro run after H‐LB65 CP clean out resulting
inclination at CP was 11.8° with direction diverting 15° A from the plan direction. Hence H‐LB65
60
was successfully driven avoiding the collision and helping the subsequence directional work of the
well.
Actual
Plan
Figure 60: H‐LB65 Trajectory Vertical Section & Plan View
61
3 TEPI 20” CP DRIVING PROCEDURE
New Equipment and update procedure have been developed to drive 20” CP with good result.
The aim of this procedure is as main reference for CP driving operation. This procedure
consists of the equipment list and operation steps in CP driving. All equipment improvement
as well as implemented procedure based on operation lesson learnt has been included.
3.1 MAIN EQUIPMENT
3.1.1 HYDRAULIC HAMMER EQUIPMENT SET
Hydraulic Hammer IHC SJ 90
Figure 61 : Hydraulic Hammer
Hydraulic Control Unit
Figure 62 : Hydraulic Control Unit
Hydraulic Hose and Sling
Figure 63 : Hydraulic Hose and Sling
62
3.1.2 CP DRIVING EQUIPMENT SET
3.1.2.1 TEMPORAY TEMPLATE & I-BEAM

Temporary Template is a temporary structure
to perform CP driving operation when
platform is not available in place. The Legs
will be pushed to penetrate soil at river/sea
bed until temporary template stable
condition achieved.
The temporary template floor will be lifted
and adjusted to have sufficient air gap during
highest water tide.
A pair of I‐Beam will be set on temporary
template then latched ‐ locked using I‐Beam
locking Device.
I‐Beam
I‐Beam Locking I‐Beam Locking Screw
Figure 64 : I‐Beam Locking Device
63
3.1.2.2 BAF
BAF (Base Alignment Frame).

BAF is a foundation frame for CP driving operation. Above BAF, driving sleeve and fit‐up frame are
installed.
BAF DIMENSION
A 2290.00 mm C 850.00 mm E 1640.00 mm
B 1460.00 mm D 850.00 mm
Figure 65 : BAF Picture and Dimension
64
3.1.2.3 DRIVING SLEEVE
Figure 66 : Driving Sleeve
FIN RAILS
65
Driving Sleeve (DS) is a 30” Pipe with pairs of rails and aligning bolts with the functions for the CP
fins to pass through and preventing CP string to turn when the CP is run and penetrating formation
with its own weight or hammer weight.
Driving Sleeve Aligning Bolts are used to:
 Keep CP vertical at 90° off plan CP direction and,
 Push CP to lean to the Plan direction and help build inclination when CP being run pass
through the Driving Sleeve.
Driving sleeve reel

avoid CP from turning
Conductor Pipe
DRIVING SLEEVE
From top view
Figure 67 : CP Stabbing in Driving Sleeve Illustration
66
3.1.2.4 FIT-UP FRAME
Figure 68 : Fit‐Up Frame
Fit Up Frame is working platform to perform CP connection welding operation.

The Frame is utilized to replace scaffolding used in the past welding operation.
The Fit‐Up Frame improves connection safety by:
 Eliminating person below suspended CP in attempt to catch and align suspended CP
when lowered to be connected to the CP stump.
 Dampening CP swing movement during rough water condition.
 Fit‐up frame aluminum plate cover prevents welding/grinding sparks to spread to co‐
slot platform well.
67
3.2 WELL SITE PREPARATION
3.2.1 CONDUCTOR PIPE PREPARATION
20” CP String is prepared & delivered to the site with the following configuration:
Table 12 : CP Joints Configuration
Join Item No Length/Join String Cumulative Length

1 or Shoe 24 m 24 m
2 18 m 42 m
3‐6 18 m 114 m
7 12 m 126 m
Shoe‐join to be prepared with 4 fins:
Figure 69 : 1st CP Joint Configuration
Pipe #2 to be prepared with two fins:
Figure 70 : 2nd CP Joint Configuration
Sub‐sequence joins are marked on its concave deflection side to be aligned to the mule sharp point
and fins scribe line during CP connection.
68
3.2.2 CONDUCTOR PIPE CHECK
CP join lengths, deflections (on scribe line & 90° off scribe line sides) and Mule Shoe cut‐off angle
have to be checked and recorded & become part of CP Driving Report by Hydraulic Hammer
Contractor.
3.2.2.1 Length
 Check length for every CP join and mark with depth marker cumulatively.
Initial measurement is done by Surveyor Mark the pipe w/ paint after measurement
Figure 71 : CP Joint Measurement Illustration

3.2.2.2 Mule Shoe Cut-Off Bevel Angle
 Check mule shoe cut‐off bevel angle as per picture below. The angle must be 15° (except for
special case required by Drilling Program).
15o
Figure 72 : CP Shoe Cut‐Off Illustration
69
3.2.2.3 Deflection
 Check CP deflection at scribe line side & at 90° clock wise of the scribe line side.
 Mule shoe, sharp end & fins shall be in the biggest deflection side.
 If the biggest deflection side NOT in the scribe line side, shoe join has to be repaired to suite
this requirement.
 This scribe line shall be pointed to well CP plan direction.
Checking Pipe :
Refer to the figure no. 68.
Measuring deflection at CP shoe
Measuring deflection at middle of CP joint
Measuring deflection at CP top end
All measurements are conducted on the rollers
CP SHOE JOIN
Figure 73 : CP Deflection Check
 Set CP joint on deflection stand, let the CP turn naturally, CP will turn with concave
deflection side at top.
 Tied string along the CP join.
 Make distance of string to CP body same at pipe end; ie: 5 cm
 Measure & note distance of string to CP body same at middle of join.
 Pipe deflection is distance measurement in the middle of pipe minus at pipe ends.
70
3.2.3 HYDRAULIC HAMMER PREPARATION
When hammer leaving the contractor base, a complete check as per pre‐delivery checklist
(Attachement #1)
Prior to CP Driving Operation, Hydraulic Hammer Operator shall:
 Perform pre‐operation as per Baker Hughes Check List:
TOOL BOX TALK CHECKLIST

Customer : Total E&P Indonesie Well No : TM-124
Location : Tambora Field Crane Barge : PALONG III
EQUIPMENT HAZARDS
Shackle falling to Templated YES
S90 HYDROHAMMER YES
Excessive Noise Level YES
POWER UNIT YES
Pinch/Trap points during rig-up YES
CHASER N/R
Trip Hazard (Electric Cable/Hoses) YES
HANDLING TOOLS N/R
Weather conditions YES
SAFETY POINTS
Only essential personnel to be on the barge deck during hammer operations YES
Ear protection to be used at all times during hammer operations YES
Clear and correct hand signals to the crane op during rig-up/rig-down YES
Check shackle pins after each joint driven YES
Clarify signals/Communications between Crane Operator & Hammer Operator YES
Only operate the hammer when the hammer slings are clearly visable YES
Access to the Templated should be restricted during hammer operations YES
All cables and hoses to be routed away from walkways and access routes YES
Only a qualified Rig Electrician to wire up the 24 Volt transformer NO
Equipment Manifest Checked? YES Has Operational/Running Procedures been discussed? YES
All Equipment 'Fit for Purpose' YES Review Operations Manual for Workscope YES
Job Discussed with Co. Man? YES Discuss Risk Assessment for upcoming job YES
Is the conductor to be run by BHI YES Are the Threads to be inspected by BHI ? N/R
Is a Loadmaster/XL Compensator to be used? N/R Are the Threads to be inspected by 3rd Party? N/R
Is BHI to do the pipe tally? YES All Handling Tools been checked for correct size/SWL N/R
Has the Min/Max Penetration been discussed? YES Any Problems with Equipment prior to job? NO
Has the Min/Max BPF been discussed? YES Is a Hot Work Permit Required? YES
Are there enough crew to perform the job? YES Are there any special environmental considerations? YES
Figure 74 : Baker Hughes Check List
 Check, record and take pictures of Hammer Sleeve ID Reducer

There are 3 pairs (6 eachs) of Hammer Sleeve ID Reducer. Maximum ID of each Hammer
Sleeve pair shall be = 20.5”.
71
Figure 75 : Inner Hammer Sleeve Picture
3.2.4 DRIVING SLEEVE PREPARATION
Driving sleeve preparation shall be done as follows:
 Check all alignment bolts are turning properly.
Figure 76 : Driving Sleeve Alignment Bolt
 Check bottom part of Driving Sleeve:

o The stabbing knob on 180° rail 2 cm in thickness as a mean to keep CP in the center
at bottom of Driving Sleeve.
o Side rail knobs distance is 51.5 cm; apart to keep CP in the center, its purpose also to
prevent CP side leaning tendency in combination with alignment bolts when run in
hole.
72
Figure 77 : Bottom part of Driving Sleeve Check
3.3 CP DRIVING PROCEDURE

3.3.1 WELL POSITION DETERMINATION
All steps in this well position are to be directed
by TOPO Surveyors
Permanent Platform Case with Existing Well.
 TOPO/PAGEO Surveyors to Calculate, Measure & Locate relative position well center in the
designated slot refer to existing wells co‐ordinates.
Use spirit level to ensure the BAF horizontality
73
Figure 78 : BAF on Permanent Platform Installation Illustration
 Pick up Base Alignment Frame (BAF). Set on well location point as directed by
TOPO Surveyor.
 Use spirit level to check & adjust the BAF is set horizontally.
Temporary Template Case (Permanent Platform is not installed yet)

 Pick‐up temporary template.
 Set template at designated location as per TOPO/PAGEO surveyor.
 Pick up pairs of I‐beam, set on temporary platform. Well location shall be in the area
between the I‐beam pair.
 Ensure wood planks are set across I‐beam and properly tied down to prevent exposure
of person walking/standing on I‐beam before commencing the next steps.
Pairs of I‐beam are set on temporary platform Ensure wood planks are set across I‐beam
Figure 79 : I‐Beam & Wood Planks Installation
Standing on bare I‐beam is PROHIBITED because this action is prone for
74
"Person over‐board hazard"
Figure 80 : Prohibited I‐Beam Installation Practice
75
Reference point at the near‐by Platform in the same GTS.
 Use theodolite to define Well location by referring to near‐by Platform in the same GTS.
Topo Surveyor are setting theodolite on platform

Figure 81 : Well Location Definition Using Theodolite
Reference point at the far away Platform GTS.

 Use Real Time Kinematic (RTK) Positioning Equipment.
 Surveyor to turn on the RTK Transmitter at Reference Point.
 Use RTK antenna tool to pin point well location.
RTK Antenna
Well Location within 30 cm accuracy .
Figure 82 : Well Position Confirmation Using RTK
76
 Pick up Base Alignment Frame (BAF).
 Set on top I‐beam pairs on well location point as directed by TOPO Surveyor.
 Use spirit level to check & adjust the BAF is set horizontally.
Figure 83 : BAF Installation on Temporary Template Illustration
77
3.3.2 WELL CP DIRECTION DEFINITION & CONFIRMATION
Based on Balikpapan WLC/TTH & ECP/STD/DMM (Topo) information; calculate and mark well CP
direction on BAF.
 Install Wide Area Differential Global Positioning System (WAD GPS) antenna.
 Perform Direction Reading with WAD GPS; usually take 1‐ 2 hours.
 This confirmation report shall be included in the Well CP Driving Report
Figure 84 : CP Direction Plan Confirmation Using WAD GPS
78
3.3.3 DRIVING SLEEVE INSTALLATION
Driving Sleeve with its rail purpose is to keep CP Fins at directed to the well planned direction
correctly. The Driving sleeve is inserted and tag welded onto the BAF with rail at planned well
direction.
The detail procedures are as follow:
 Pick‐up Driving Sleeve, align fins reel on Driving Sleeve to well CP Plan Direction.
 Check & ensure the Driving Sleeve is vertical using spirit level tool.
Tag‐weld the Driving Sleeve onto Base Alignment Frame (BAF).
Figure 85 : Driving Sleeve Installation
79
3.3.4 METAL DEBRIS CHECK
 Get the well‐location water‐depth from TOPO/PAGEO reps.
 Prepare the Debris Probe Stick, tie the bottom part to stick with one layer of plastic tie
string (used as tell‐tale indicator).
 RIH to sea bed (based on water depth info from TOPO/PAGEO Reps).
 Attempt to push by hand ±0.25 cm into the sea bed.
 Pick‐up off sea bed, rotate 30°; re‐push into sea bed 0.25 cm.
 Repeat the steps 3 ‐ 4 times.
 Feel the jerk of broken string for the indication of the probe fingers pushing on hard/metal
debris.
 POOH the Debris Probe Stick. The plastic tie string tell‐tale must still be intact.
 If tie string is broken, raise the matter to Balikpapan office.
 Diving survey may be required to ensure the Sea Bed Area inside Driving Sleeve is clean
from metal debris.
Figure 86 : Debris Probe Illustration
80
3.3.5 RUN SHOE JOINT #1
Shoe Joint #1 Running is the most important step in the CP driving procedure. The first pipe shall be
directed and run/driven perfectly.
 Pick up 1st joint, align the scribe line to well CP plan direction.
 RIH CP shoe joint inside/insert through Driving Sleeve to ±6.5 m mark on CP shoe joint.
Figure 87 : 1st CP Joint Running Illustration
 Adjust crane boom position and aligning screws on Driving Sleeve to centralized CP shoe
joint to be in the Driving Sleeve and vertical.
 Distances CP shoe joint to inner Driving Sleeve at all sides are 10 cm.
 Adjust crane boom position for the CP shoe joint to be vertical (use spirit level tool to
confirm).
Figure 88 : CP Verticality Check
81
 Continue RIH CP shoe joint inside/insert through Driving Sleeve to ±7 to 7.5 m depth mark
on CP shoe joint.
 Use aligning bolts on Driving Sleeve to push bottom CP shoe Joint leaning 0.28° towards
well/CP plan direction. Re‐adjust crane boom position to assist leaning the CP Shoe join as
desired.
 Distance of CP OD to Driving Sleeve ID at top of Driving Sleeve:
o 13 cm at CP Plan Direction ‐ 7 cm at opposite/180° off CP Plan Direction
o Equal Distance (10 cm) at perpendicular/ ± 90° CP Plan Direction
Bolts push up 3cm off center of CP plan

d
Figure 89 : Stabbing Angle Setting Using Alignment Bolts
 Check using spirit level:

o CP shoe joint is leaning slightly to opposite/180° off CP Plan Direction.
o Vertical at perpendicular/ ±90° off CP Plan Direction.
 Continue RIH to ± 9 m mark, reciprocate/pick up to 7 m mark.
 Note the scribe line movement tendency.
 The intention to reciprocate pipe is to remove ‘turning formation effect’ to the CP Pipe
when CP penetrating formation.
 If no tendency of scribe line to rotate, continue RIH for next 2 m and reciprocate pipe.
Repeat the previous step for checking.
 Continue until CP Self penetration stop.
82
 Pick up hydraulic hammer. Set on top of the CP joint.
 Use hydraulic hammer weight to push CP until the penetration stop. Ensure no scribe line
movement rotation.
 Start driving with the lowest hammer energy level & lowest engine RPM.
 Observe CP downward movement when driven.
 If the CP is penetrating without hammer blow, stop hammer immediately.
 Wait until CP penetration stop, then recommence driving with lowest hammer energy level.
 If the CP string indicates penetration already in firm formation, increase energy gradually.
 Drive until Hammer Drive Sleeve +‐ 10 cm above top of Driving Sleeve.
If WLC/TTH is on board, he/she must witness the operation step from setting Driving
Sleeve until first driving on CP string.
83
3.3.6 CONNECTION
Connection (or ‘join’ as the common term used in field) is one of key to have good CP directional
accuracy. The procedure is as follow:
 Rig‐up Fit‐up Frame. Fit up frame function is to improve safety during connection; specially
in open/rough sea location where barge slight movement already make the lifted CP by
crane swings with quite severe amplitude.
 Lift & set Fit up frame on BAF. Lock the Fit up frame onto BAF with its pin.
Figure 90 : Fit‐Up Frame Installation to BAF illustration

 As the top of CP joint is damaged after driven, cut CP Driven stump perpendicular to CP join
axis to keep next join connected leaning to 180° (opposite) well/CP plan direction.
DO NOT cut CP stump horizontally (this will cause CP string to build inclination higher).
Figure 91 : CP Joining Cut Illustration
84
3.3.7 RUN CONDUCTOR PIPE #2 & SUBSEQUENCE JOINTS TO FINISH DRIVING
Ensure NO PERSON below suspended load. Use tag line on CP Join when lifted/picked up
by crane.
 Pick up join #2 and set onto prepared/cut CP stump.

 Aligned join #2 to be able to be welded.
 Ensure all welding join procedures are fulfilled; ie: hi‐lo ovality, seams pipe on stump & next
join have sufficient separation (ie: 0.25x CP OD).
Figure 92 : Welding Fit‐Up Illustration
 Weld the CP joins. Wait for ±1.5 ‐ 2 hours for the welding to cool down.
 Perform welding inspection as per Total WI Procedure.
 If the inspection passed, prepare to pick up hammer for the next driving.

Welding MPI Welding UT
Figure 93 : Welding Inspection Illustration
 Pick up Hydraulic Hammer. Continue driving with proper setting of energy level as required
by formation strength.
 Stop driving when the join #2 is driven to ± 15‐25 cm Hammer Sleeve above top of Driving
Sleeve.
 Lay down hammer.
85
Hammer
Sleeve
15‐25 cm
Figure 94 : Hammer Sleeve Position at End Oh Hammering Operation
 Pick up sub‐sequence join to drive CP to refusal depth.

 20” CP Driving CurveData had been collected for most of GTS in TTH area. Prior to start
driving 20” CP to any GTS location, the related driving curves data shall be referred. If
anomaly observed in the field; CP Driving has to be stopped immediately and situation is
consulted to Balikpapan office.
The 20” CP Driving Curve are located in this directory of WLC Files:
W:\Entity\Drilling, Well Services & Logistics\DWL ‐ DRL\47_TTH\05 Drilling
Performance\02. Engineering Project\CP & HYDRAULIC HAMMER SERVICES\01 TTH CP
DRIVING REPORTS\20''_CP_Driving_Curve
86
Refusal criteria for 20" CP:
 110 m penetration below sea bed, or
 200 blows/25 cm with 90 k‐joule hammer energy in 3 consecutive 25 cm
interval.
110 m
Refusal by Refusal by Blow
200 B/0.25 m
Figure 95 : CP Driving Refusal Example
 When CP driving is terminated, TOPO/Pageo to determine top of CP cut‐off point.

 If there is CP join welding within 25 cm below cut‐off point (seal area of well head pin
connector); continue to drive CP string until the CP join welding below the seal area.
 Rough cut CP string above cut‐off point and lay down excess CP.
Perform final cut and prepare CP stump for wellhead pin connector installlation.
 Proceed with Pin Connector installation as per Wellhead Manucaturer Procedure (to be
performed by wellhead representative or designated TEPI wellhead specialist).
Figure 96 : Pin Connector Installation Illustration
87
4 APPENDIX
1. Operation Check List
2. TN-AA185 CP Failure Memo
3. Hydraulic Hammer Pre Delivery Check List
88
TTH ‐ SWAMP AREA 20" CP DRIVING OPERATION CHECK LIST
Penanggung Jawab/PIC
Well Name : ACTION PERFORMED Nama & Paraf
Company
PICTURES OF ALL ACTIONS PERFORMED SHALL BE RECORDED TO BE INCLUDED IN CP DRIVING REPORT Name & Initial
CP String Pipe Check
Periksa & ukur semua join pipa: panjang, defleksi/lengkung, pemasangan fins (joint #1 & #2) dan sudut mule shoe (joint/#1).
Catat semua didalam form: '20" CP QUALITY CONTROL/TRACK SHEET ' Baker & Pageo
Check all joints for: length, deflection, Fins alignment (joint #1 & #2), mule shoe angle (joint #1)
Records all in '20" CP QUALITY CONTROL/TRACK SHEET ' Form
Hammer Check
Diameter Dalam Reducer Driving Sleeve harus 20.5" Baker
Driving Sleeve ‐ Reducer ID check. ID Shall be 20.5"
Well Location Surface Coordinate
Gunakan RTK (Real Time Kinematic) bila lokasi sumur jauh dari existing well dan platform permanen sumur belum terpasang
Hitung lokasi sumur relatif didalam slot bila platform permanen sumur terpasang. Pageo
Temporary Template Case & well location far from existing well: Use RTK (Real Time Kinematic)
Platform Case (already installed): Calculate relative position in the slot.
Well Plan CP Direction Calculation
Setelah BAF terpasang; hitung, ukur & tandai arah CP yang direncanakan. Pageo
Well Plan CP Direction Confirmation with WAD (Wide Area Differential) GPS
Gunakan WAD GPS untuk mengukur kembali arah CP yang direncanakan Pageo
Use WAD GPS with two poles at well plan direction line to confirm correct direction
Debris check inside Driving Sleeve
Gunakan tongkat debris probe untuk memeriksa adanya metal didasar laut/sungai didalam area driving sleeve.
Indikasi: tali rafia plastik harus tetap TIDAK terpotong sebelum & sesudah dilakukan pemeriksaan didasar laut/sungai Baker
Use debris probe through driving sleeve to check & ensure no metal debris at sea bed in area in the driving sleeve.
Indication: tel‐tale string shall be still intact before & after debris probe run to sea bed.
Crane Boom Alignment Check (measure CP relative to DS)
Boom Crane diposisikan pada arah180° dari rencana arah sumur dengan bantuan baut pada driving sleeve. Baker & Pageo
Crane Boom shall be aligned at opposite/180° off CP Plan Direction with the help of Driving sleeve alignment screw.
Check CP String Leaning prior to next Connection
Gunakan water pas untuk memeriksa kemiringan pipa sebelum penyambungan pipa berikutnya. Baker & Pageo
Check pipe leaning with spirit level before making next joint welding connection
Mengetahui/Acknowledged by
ECP Reps WLC/DRL Reps

Ref.: WCI/WLC/TTH-INT/16-0128
WCI/WLC/TTH
Destinataire : WCI/WLC Expéditeur : WCI/WLC/TTH/DE

To FIN/OPS From WCI/WLC/TTH
Copie :
Date : April 18th 2016
Copy
Object : TN-AA185 Re-spud Following CP Failure

Subject
Summary
th
TN-AA185 drilling operation started on Dec 8 2014 with Hibiscus rig. After clean-out, the Conductor
Pipe (CP), which was previously driven by CST dept, was found to be at a very high inclination and
collapsed at the bottom of the CP shoe. Such CP condition prevented the drill string from passing
through the CP.
The slot was then abandoned and the planned reservoir targets were drilled from a new slot. Total lost
value due to the incident is approx. MUS$ 1.3
Investigation concluded that the CP was collapsed and deflected away due to metal debris dragged by
the CP while being driven.
Incident Timeline
Table 1 TN-AA185 Event Timeline
Date Operation
th
Nov 26-28 2014 CP driving on TN-AA185 by CST department barge.
th
Dec 8 2014 Rig Hibiscus arrived on TN-AA185 location. Spud well.
CP is cleaned out with gyro survey result: 22.98° inclination and 204.68°
azimuth at 117.85 m MD. Plan direction at 120 m MD: 5° inclination and 215°
th
Dec 10 2014 azimuth.
RIH 12-1/4” Motor BHA and got held up at CP shoe (132.7 m MD). The CP is
collapsed at the bottom of CP shoe.
th
Dec 11 2014 Set cement plug to P&A well TN-AA185.
th
Dec 12 2014 Rig Hibiscus move out of TN-AA185 to TN-AA95.
Analysis
A problem is suspected to have occured during CP driving operation by CST department barge. This
problem then caused the CP to collapse.
CP driving record of TN-AA185 was compared to adjacent wells record, TN-AA184 and TN-AA186. No
anomalies are observed on previous record of TN-AA184 and TN-AA186.
Table 2 Driving record comparison
Hammer
Self-penetration
Well penetration Initial hammer energy
depth (m)
depth (m)
TN-AA184 & TN-AA186 5.5 14.75 3 blows @ 4 kilo-joules/25 cm
TN-AA185 3.75 13.75 6 blows @ 10 kilo-joules/25 cm
Note: Penetration record & blow count is available on appendix 1
From the table above, the initial energy required to start driving the CP from self & hammer penetration
is significantly higher on TN-AA185 compared to adjacent wells.
TN-AA185 also has a shallower self penetration (by 1.75 m) & hammer penetration depth (by 1 m)
compared to adjacent wells.
A site investigation is performed with the assistance from divers. The divers discovered several metal
debris around TN-AA185 slot location.
The following metal debris are discovered at 2 m area inside and outside TN-AA185 platform:
 Scaffolding pipe – 2” x 1.5 m
 Scaffolding pipe – 2” x 2.2 m
 Grating – 1.2 m x 20 cm
 H Beam – 20 cm x 10 cm
Note: Diving report and debris photo is available on appendix 2
The presence of these debris explains the abnormally high initial energy required to hammer the CP. A
foreign debris was accidentally dragged along as the CP was penetrating deeper into the formation.
Consequently, when the CP was hammered against solid and hard debris, the CP collapsed and
deflected dramatically (from planned 5° inclination to actual 23° inclination).
Based on the facts above, the cause of TN-AA185 CP collapse is the presence of metal debris at TN-
AA185 slot location.
Preventive Action and Way Forward

 If the CP Driving Operation is performed in the new location with no existing platform; debris survey
using vessel by ECP/STD/DMM shall be performed when condition permits prior to moving
construction barge to drive CP.
 Any dropped object overboard during any activity (Drilling, Completion, Well Intervention, CST
Operations) prior to CP Driving must be communicated to ECP/CST/OFF and WCI/WLC/TTH.
 During CP driving operation after alignment sleeve is rigged up, prior to stab CP Shoe to sea bed,
sounding using 1” diameter x 6 – 8 meters long stick (Debris probe) inside the driving sleeve to be
performed. The stick to be pushed at several points inside the driving sleeve. If in doubt where the
penetrations are significantly not uniform, the situation shall be reported to Balikpapan ECP/CST/OFF
and/or WCI/WLC/TTH. A further confirmation steps may be required.
Note: Debris Probe photo is available on appendix 3
 If in doubts of possible existing debris, diving operation to be performed ensuring the CP stabbing
location is clean from any debris.
 After CP Driving report received, immediate analysis to the report should be performed by comparing
similar CP Driving operation in the same platform. If the analysis showing significant different with
previous normal similar CP driving; moving the rig to location may be cancelled to prevent big cost
expended to the well.
 Proper lesson learnt sharing must be made with all personnel involved in CP Driving Operations in
order to maximize their sensibilities to drop object risks.
ATTACHMENTS
- Appendix 1: Driving Record on TN-AA184,TN-AA186, and TN-AA185
- Appendix 2: TN-AA185 Diver investigation report
- Appendix 3: Debris probe photo
APPENDIX 1
APPENDIX 2
APPENDIX 3
 Debris probe photo

S-60, S-70,S-90 & S-200 HYDRAULIC HAMMER SERVICE SHEET
Date: A Model # S-90 sset Number:
Serviced By: All Crews Sleeve No:
Cradle No: Dressed for:

Item Action Checked Repaired Replaced
1 Inspect Hammer and Slings for transit damage.
Checked LTRS
2 Drain OIL from Hammer Cap & record quantity drained
3 Drain OIL From Hammer Body & record quatity drained
4 Check Lower Bearing Housing OIL Level & Record Qty added.
Checked "P" -1 "P" -2
5 Check and record Pressure Accumulator "P" pressure.
Checked "R"-1 "R"-2
6 Check and record Return Accumulator "R" pressure.
Checked Cap
7 Check and record Cap Pressure.
Checked Repaired Replaced
8 Check Solenoids:
8a Return Solenoid Resistance reading =
8b Pressure Solenoid Resistance reading =
Check Sensor, Sensor Plug and Spacer. Inspect Hammer Cable
9
Connection Plug
10 Remove & Inspect Hose Manifold. Inspect Suppletion valve
Check Hammer Sleeve. Re-Torque ALL Sleeve Cap Screws to IHC Torque
11
Value
12 Check ALL Pad-eyes for wear (elongation). & MPI Same

13 Re-Torque ALL Cap Screws on Hammer to IHC Torque Value
14 Inspect "P" & "R" Pilot Valves & replace 'O' Rings.
15 Check ALL Test dates/DNV/EN/BS/API Certification
For Hammers Fitted with Shipping locks (to prevent ram weight movement)
the RED painted shipping locks should be removed and the WHITE
16
painted blanking plugs Fitted before any hammer testing takes place. At
the competion of testing the RED painted shipp
17 Clean and Paint Hammer.
Test Hammer on the Test Pile. Or alternatively follow Horizontal Hammer

18
Test Procedure (refer to IHC Horizontal test procedure)
At Completion of Hammer Test (either on pile or horizontal. When hammer

is laid down, open the 4 plugs C-1 to C-4 and generously apply
19
preservative foam ( (Elf Protera DR-07X or equivalent) with atomizer,
reinstall plugs C-1 to C-4
Remarks (list all spare parts inc. part nos. and quantities used):
Form SIN/WS/H/002/02-2007
C-32 CONTROL UNIT SERVICE SHEET ALL POWER UNITS
Date: A sset Number:
S i d By:
Serviced B C
All Crews Bl
Blow C t
Count:
Inspect all electrical connections for damage including checks on pins to
1 see if they are dislodged.
Inspect all fuses.

2
Check continuity of All Connector Cables

Cables. PARAMODE POWERPACK TYPE
3 Loop Cable "A, C-32"
Check continuity of All Connector Cables. IHC POWERPACK TYPE

Cable Number 86.60.01.35 / 86.60.01.37 (C-32 to A-32)
Cable Number 86.60.01.36 / 86.60.01.37 (C-32 to A-20 via Box X-25A
4
Number 88.66.20.14
Check Voltage output of LDA transformer at 24 Volts DC. Check continuity

5 of ALL transformer Cables ( PARAMODE POWERPACK ONLY) Inspect All
Cable Glands on Transformer Enclosure
With all Cables and the Control Unit connected to the Hammer connect up
6 to 24-volt LDA Transformer (Paramode PP) or A-20/A-32/A-34 (IHC PP) to
check Controller powers up.
Using 'P' & 'R' toggle switches inside the Control Unit check to ensure the
7 pressure and return valves inside the hammer are actuated when powered
up.
Remove Ram weight Sensor from the hammer and (while powered up)
8 place metal strip across sensor pads to check 'A' & 'B' lights are
functioning correctly.
Function test Control Unit with hammer on the test pile. Or alternatively
9 follow Horizontal Hammer Test Procedure (refer to IHC Horizontal test
procedure)
Check hammer Parameter Settings are correct for The Hammer Set that the
10 Controller is Intended for use with. (refer to IHC C-32 Manual for settings)
E
Ensure that
th t C
Control
t l unit
it and
d associated
i t d cables
bl are Wi
Wipedd clean
l and
da
11 signed Green "ready for service' tag is attached. This Tag Should State,
"Calibated for S-XXX" ( Correct for Hammer Model)
Check Transit Box then Pack Control Unit and Cables away in Toolbox.
12
Form SIN/WS/H/001/02-2007
IHC P-220, P-250, P410, P-750 POWER UNIT SERVICE SHEET
Date: A Model # sset Number:
Serviced By: All Crews Engine Hours:

1 Inspect Unit and Sling Assembly for damage
Low Refill
Check Hydraulic Oil Level (note the level) if Emulsification indicates water
2
mixed with Oil, Replace.
Check Engine Oil Level (note the level) if Greater than 6 months / 200 hours
3
Since last change, Replace.
4 Check Diesel Level (note the level)
Check Coolant Water Level (note the level) Test corrosion Inhibitor / Anti
5
Freeze Ratio in Coolant.
Checked Repaired Replaced
Check Fuel Filter Primary & Secondary, Drain Water Seperator if Greater
6
than 6 months / 200 hours Since last change, replace
7 Check Fuel Lines

8 Check Fuel Shut Down Sloenoid
9 Check Fuel Throttle Actuator
10 Check Hydraulic Relief Valve
11 Check Hydraulic Pump Settings
12 Check Hydraulic Flow Rate (use flow meter) - Reading =
13 Check Hydraulic Hoses and Connections
14 Check Hydraulic Gauges
15 Check all other Gauges
Check Engine Oil Filter Full flow & Bypass, if Greater than 6 months / 200
16
hours Since last change, replace
17 Check Hydraulic Oil Filter, Return & Suction
18 Check Fan & Alternator drive belts, if work or cracked replace
19 Check Radiator, Fan Blades, Water Hoses and Clamps
Check Exhaust System and Spark Arrestor, Inspect Lagging on

20
Turbocharger & Muffler,
21 Check Flame Trap if applicable
Check Air Filter and air Intake System for Corrosion / Perished Hoses,
22
loose clamps
23 Check Air Receiver - Water Separator
24 Check Starter Operation & Connections & Battery Conditon
25 Check Overspeed
26 Check ESD
27 Check Maximum Exhaust Temp - Reading =
28 Check Maximum Water Temp - Reading =
29 Check ALL Test dates/DNV/EN/BS/API Certification
30 Check Forklift Pockets (are they secure, free of debris etc.)
31 Clean and re-paint where required
Flow Rate Pressure
32 Pump Settings:
Ltrs/Min (Bar)
Pump Control & Pressure Reducing Valve
Pump Control System Relief Valve
Form SIN/WS/H/003A/02-2007
Pump Control 100%
Pump Control 75%
Pump Control 50%
Main System Relief Valve
Maximum Flow Rate
Form SIN/WS/H/003A/02-2007

State of The Art CP Driving

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State of The Art CP Driving

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TABLE OF CONTENTS

Figure 1: Tunu Tambora Handil Map Location

1.1.1 Tunu Field History

Figure 4: Tunu Field Development Phases

Tunu Well Spacing Development

Figure 6: Well Stakes vs Well Spacing

Figure 7 : Mean to Develop Tunu Shallow Reservoir

1.1.4 TTH Fields Contribution to Mahakam PSC

Figure 8 : Mahakam Hydrocarbon Deliverability

Heavy Architecture Standard Architecture Slim‐hole Architecture

Applied 1991 ‐ 1995 Applied in 1995 Applied in 1995 ‐2005

Slim‐hole Architecture Light Architecture Opti Slim Architecture

Applied 2002 Applied Since 2006 Applied Since 2009

Table 3 : Well Architecture Evolution part 3

Applied since 2009 Applied since 2012 Applied since 2010

Figure 9 : GTS Platform Evolution part 1

Figure 10 : GTS Platform Evolution part 2

The CP function mainly during the surface hole drilling, ie:

The CP evolution in TTH can be summarized as follows:

Following TN-C9 shallow gas incident post study, CP is required to

Development 2007 - In 2007 means to control inclination & direction started to be

CP size is reduced from 24” to 20”.

Starting in 2002 with:

Why CP Deflected When Driven?

Figure 11 : Pipe Deflection

Defelection is expressed in percentage = Pipe Deflection divided by Total pipe Length

API 5L is allowing maximum deflection 0.2% of the pipe length.

2.2 CONTROLLING & IMPROVING 24” CP DEFLECTION DIRECTION

No Control Attempt 24” CP

Figure 12 : Control Attempt 24" CP

average inclination 5o‐7o.

2.2.1 PIPE DEFLECTION

Figure 13 : Deflection Measurement Illustration

 At the welding shop, the CP was set across pipe rack.

2.2.2 MULE SHOE

Figure 14 : Mule Shoe Friction Theory

Figure 15 : Mule Shoe Reaction Force Theory

Figure 16 : Shoe Joint Picture

2.2.3 PREVENTING CP TURNING WHEN DRIVEN WITH FIN

Figure 18 : CP Turning Illustration

Figure 19 : 1st Fin Description

Figure 20 : Scribe Line Movement Result Illustration

Figure 21: Best Idea Total HQ Innocom 2009 Award

Figure 22: Best Idea Total HQ Innocom 2009 Award Inauguration

Figure 23 : CP Deviation side aligned on the same scribeline illustration

2.3.1 BACK GROUND

This size of CP apart of smaller in diameter the CP is also thinner.

Figure 24 : Grapic of early use of 20" CP Result

Figure 25 : Well situation in TUNU, HANDIL, and TAMBORA.

Figure 26 : Narrow CP driving direction tolerant illustration

Figure 27 : CP collision issue example in TN‐P68

2.3.3.1 IMPROVEMENT #1: INCREASE CP RIGIDITY

Table 9 : Spiraling CP Actual Trajectory

Figure 28 : CP spiraling T‐Desk View

Figure 29 : 20” CP Fins Configuration

Solution: Driving Sleeve

Figure 30 : Driving Sleeve

Figure 31 : Rigidizing CP & Use of Driving Sleeve Improvement Results.

Solution: WAD‐GPS (Wide Area Differential GPS)

Figure 32 : WAD‐GPS Installation

Figure 33 : Temporary Template Installation Condition

Figure 34 : Scaffolding Condition

Solution: Wooden Plank Bridge & Fit Up Frame