froggy pilot:
Nigerian pilots: Calculating CG in flight? Never heard of. Why is that? Must be a really thight operation.. Having flown the C+ for years in the offshore configuration, (and loving it..
) this is new to me. Since the S-76 is already at a tail low/ nose high config. I assume that it will be the critical point of int. when fuel is burned off. What else will change during a flight? Could it be about any restrictions regarding landing weight at defined sectors of the rig due to wind changes? But surely, they should be able to have that scenario on paper before t/o? At that time landing/take off performance class 1 or 2 should be calculated as well. Or could it just be the most common thing to do: calculating the wheight/CG values at t/o when their return-payload is known?
Nick Lappos: Any comments?
Steve76:
Just one comment: About your comments regarding onshore versus offshore obstacles/problems, turbolence is absolutely a factor when landing on any offshore installation. Rigs (movable or not), production ships, drillig/diving rigged boats and so on. Night or day. Landing in the sector of the "flare tower"/cranes/major installations or any other obstacle when the windspeed exceeds 50 KIA ( or the limitations of the landing zone) is not always a "walk in the park".
We might be blessed with the fact that most wires and mountains are not present offshore, but still there are factors involving the most critical period of the flight: the landing.
Happy flying!
