GoM offshore safety
Join Date: Jun 2003
Location: Off the Planet
Posts: 320
Likes: 0
Received 0 Likes
on
0 Posts
NTSB Identification: DFW06LA072
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 19, 2006 in Gulf of Mexico, GM
Aircraft: Bell 222B, registration: N306CJ
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On February 19, 2006, approximately 0200 central standard time, a twin-engine Bell 222B helicopter, N306CH, registered to and operated by Central Helicopters Inc., of Houston, Texas, sank into ocean waters following a loss of control while on approach to an ocean vessel in the Gulf of Mexico. The airline transport pilot and commercial rated copilot were not injured. Dark night visual meteorological conditions prevailed, and a company flight plan was filed for the 14 Code of Federal Regulations Part 91 position flight. The flight originated from the William P. Hobby Airport near Houston, Texas, at 0104, en route to the ship Shaula Star, which at the time of the accident was navigating in the Gulf of Mexico, approximately 85 miles south of Galveston, Texas.
In an interview with a Federal Aviation Administration (FAA) Inspector, the pilot reported that he had the ship in sight and was configuring the helicopter for the landing, when he looked up just in time to see the water in the windscreen. Additionally, the pilot reported that there were no mechanical problems with the helicopter prior to impact.
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 19, 2006 in Gulf of Mexico, GM
Aircraft: Bell 222B, registration: N306CJ
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On February 19, 2006, approximately 0200 central standard time, a twin-engine Bell 222B helicopter, N306CH, registered to and operated by Central Helicopters Inc., of Houston, Texas, sank into ocean waters following a loss of control while on approach to an ocean vessel in the Gulf of Mexico. The airline transport pilot and commercial rated copilot were not injured. Dark night visual meteorological conditions prevailed, and a company flight plan was filed for the 14 Code of Federal Regulations Part 91 position flight. The flight originated from the William P. Hobby Airport near Houston, Texas, at 0104, en route to the ship Shaula Star, which at the time of the accident was navigating in the Gulf of Mexico, approximately 85 miles south of Galveston, Texas.
In an interview with a Federal Aviation Administration (FAA) Inspector, the pilot reported that he had the ship in sight and was configuring the helicopter for the landing, when he looked up just in time to see the water in the windscreen. Additionally, the pilot reported that there were no mechanical problems with the helicopter prior to impact.
Thread Starter
Did they maintain altitude awareness by means of crew callouts?
Did they fly a safe altitude until "looking down" on the intended landing spot and seeing light separation prior to descending below that safe height?
We flew single pilot on the North Sea for years without a RadAlt...that was a Norwegian thing and not a UK idea until much later. We did have two BarAlts however(three if you count the one you could not reach), which I know made the Nordic rascals green with envy.
It does get a wee bit dark offshore at 85 miles....even in the GOM.
Did they fly a safe altitude until "looking down" on the intended landing spot and seeing light separation prior to descending below that safe height?
We flew single pilot on the North Sea for years without a RadAlt...that was a Norwegian thing and not a UK idea until much later. We did have two BarAlts however(three if you count the one you could not reach), which I know made the Nordic rascals green with envy.
It does get a wee bit dark offshore at 85 miles....even in the GOM.
Last edited by SASless; 27th Feb 2006 at 13:13.
Join Date: Jul 2002
Location: Texas
Posts: 512
Likes: 0
Received 0 Likes
on
0 Posts
I've landed on that ship. It's a very, very big tanker. But that's not important right now. 
I have a rigid rule when landing offshore at night, and that is that at and below 500', nobody does anything except concentrate on the landing. The PF is on instruments until short final, the the PNF does nothing except make sure the PF is flying correctly. I've had people try to fly into the water trying to fly visually in the dark, and it happens very, very quickly. It's the same thing as trying to fly visually in the clouds, except that the water is much closer, and it can take 10 seconds or less to hit the water from what was once level flight.
Landing and taking off in the dark is very different from doing it in the daylight, because there are few if any peripheral cues to speed and rate of descent. It requires discipline and concentration, and even with that things can still go wrong. Tanker flights at night won't stop, because it costs too much money to have one sitting around waiting for daylight; time is money, and in this case, lots of money. The only way to do this is by flying instruments, using experienced pilots, and by being very cautious in everything.
I have a rigid rule when landing offshore at night, and that is that at and below 500', nobody does anything except concentrate on the landing. The PF is on instruments until short final, the the PNF does nothing except make sure the PF is flying correctly. I've had people try to fly into the water trying to fly visually in the dark, and it happens very, very quickly. It's the same thing as trying to fly visually in the clouds, except that the water is much closer, and it can take 10 seconds or less to hit the water from what was once level flight. Landing and taking off in the dark is very different from doing it in the daylight, because there are few if any peripheral cues to speed and rate of descent. It requires discipline and concentration, and even with that things can still go wrong. Tanker flights at night won't stop, because it costs too much money to have one sitting around waiting for daylight; time is money, and in this case, lots of money. The only way to do this is by flying instruments, using experienced pilots, and by being very cautious in everything.
Thread Starter
Helicomp,
You must be an attorney. Remembering rule three of being a successful trial counsel is "Never ask a question you do not know the answer to beforehand.
Rule one is "Get your fee in advance." Rule two is "The client does the time."
There are still complaints of no effective flight following, an inability to contact ATC for clearances and such, and sparse weather reporting. AVAD seems to be well down in the list of desired improvements I would suggest.
Will the ghost of Bob Suggs ever be exorcised from the Gulf?
You must be an attorney. Remembering rule three of being a successful trial counsel is "Never ask a question you do not know the answer to beforehand.
Rule one is "Get your fee in advance." Rule two is "The client does the time."
There are still complaints of no effective flight following, an inability to contact ATC for clearances and such, and sparse weather reporting. AVAD seems to be well down in the list of desired improvements I would suggest.
Will the ghost of Bob Suggs ever be exorcised from the Gulf?
Join Date: Jul 2002
Location: Texas
Posts: 512
Likes: 0
Received 0 Likes
on
0 Posts
It ain't the ghost of Bob Suggs. It's the present administration, which has stopped funding anything except the Holy War On Terror. Most of the ATC remotes in the GOM (what few there were) were taken out by Katrina and Rita. They haven't been replaced, although the oil companies got telephone and data circuits back up very quickly. The US government just won't spend the money to provide services out there, because it's too busy outsourcing port security, and keeping the brown people from crossing the border. We have to keep the brown people out, except for those necessary to work in the hotels, restaurants, and pick the vegetable and fruit crops. That costs money, and there isn't much left over for taking care of helicopter pilots. Of course, you'll never hear that on Faux News, which spends its 24/7 programming deifying our Dear Leader.
OK, rant off. I'm taking a deep breath........
OK, rant off. I'm taking a deep breath........
Thread Starter
GLS,
There is merit in most of what you say...however the infrastructure was not up to snuff long before the current administration came into office. Part of that was due to the operators not pushing very hard for it as well as the FAA turning a blind eye to the Gulf. When senior GOM IFR pilots tell me they will scud run because the IFR system doesn't meet their needs then something was and still is not right about that situation.
There is merit in most of what you say...however the infrastructure was not up to snuff long before the current administration came into office. Part of that was due to the operators not pushing very hard for it as well as the FAA turning a blind eye to the Gulf. When senior GOM IFR pilots tell me they will scud run because the IFR system doesn't meet their needs then something was and still is not right about that situation.
Originally Posted by GLSNightPilot
........The US government just won't spend the money to provide services out there, because it's too busy outsourcing port security, and keeping the brown people from crossing the border. We have to keep the brown people out, except for those necessary to work in the hotels, restaurants, and pick the vegetable and fruit crops........... .
Join Date: Aug 2003
Location: Sale, Australia
Age: 80
Posts: 3,832
Likes: 0
Received 0 Likes
on
0 Posts
http://www.ntsb.gov/ntsb/brief.asp?e...28X01894&key=1
Just came across a report on S-76 ditching in the GOM 6th Sep 2005. 12 POB, aircraft floating on its side and were unable to get the life raft out of the cabin. Captain only had one chamber in his life jacket due to a leak and so had trouble keeping his head above water. The bit that got me though was a Coast Guard fixed wing was launched 4 hours and 54 minutes after the accident to begin a search and found the survivors 25 minutes later. A rescue helo was called and arrived on scene 25 minutes later. Finally rescued after being in the water for 7 hours and 20 minutes in their life jackets. A good part of the time had been night – ditched at 1605, last survivor out of the water at 2325. 5 were seriously injured and 7 with minor. Words fail…………..SAR? And I’m sure that Exxons “worlds best practice” is what all the oil companies chant when safety is mentioned.
SAS - scud running is the name of the game. Here they wont even consider IMC. Well thats not strictly true, IMC yes, but IFR no - if you understand the difference. Yes I know, sucking eggs and all that.........
Just came across a report on S-76 ditching in the GOM 6th Sep 2005. 12 POB, aircraft floating on its side and were unable to get the life raft out of the cabin. Captain only had one chamber in his life jacket due to a leak and so had trouble keeping his head above water. The bit that got me though was a Coast Guard fixed wing was launched 4 hours and 54 minutes after the accident to begin a search and found the survivors 25 minutes later. A rescue helo was called and arrived on scene 25 minutes later. Finally rescued after being in the water for 7 hours and 20 minutes in their life jackets. A good part of the time had been night – ditched at 1605, last survivor out of the water at 2325. 5 were seriously injured and 7 with minor. Words fail…………..SAR? And I’m sure that Exxons “worlds best practice” is what all the oil companies chant when safety is mentioned.
SAS - scud running is the name of the game. Here they wont even consider IMC. Well thats not strictly true, IMC yes, but IFR no - if you understand the difference. Yes I know, sucking eggs and all that.........
Join Date: Mar 2001
Location: where-ever my head hits a pillow
Posts: 23
Likes: 0
Received 0 Likes
on
0 Posts
SAR In the GOM
Hi Guys
Just stumbled on this thread. SAR is available in the GOM. Big old S-61 sitting on the ramp in Galliano. BP requested a SAR machine for the 2005 hurrican season and she has been there since August 2005, and will be there for 2006 season, with qualified SAR crews. The guys actually did a rescue for Shell during Rita when one of their rigs broke loose and 46 people got stranded on her. Next time any of you are in the area stop by and have a chat to the guys for more info. Bewarned they are form the great white north so the accents might be a little funny.
Spread the word. It might save somebodies life. Contact info for them
Cougar Helicopters
(985)475 4534
Just stumbled on this thread. SAR is available in the GOM. Big old S-61 sitting on the ramp in Galliano. BP requested a SAR machine for the 2005 hurrican season and she has been there since August 2005, and will be there for 2006 season, with qualified SAR crews. The guys actually did a rescue for Shell during Rita when one of their rigs broke loose and 46 people got stranded on her. Next time any of you are in the area stop by and have a chat to the guys for more info. Bewarned they are form the great white north so the accents might be a little funny.
Spread the word. It might save somebodies life. Contact info for them Cougar Helicopters
(985)475 4534
Join Date: Jun 2003
Location: Off the Planet
Posts: 320
Likes: 0
Received 0 Likes
on
0 Posts
************************************************************ ********************
** Report created 3/20/2006 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 4180F Make/Model: B206 Description: BELL 206B HELICOPTER
Date: 03/19/2006 Time: 1610
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Minor
LOCATION
City: LAFAYETTE State: LA Country: US
DESCRIPTION
N4108F, A BELL B206L-3 ROTORCRAFT, WHILE REPOSITIONING, THE TAIL ROTOR
STRUCK AN OBJECT ON THE PLATFORM, VERMILLION BLOCK NO245, OIL PLATFORM,
LAFAYETTE, LA
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Departed: OIL PLATFORM Dep Date: Dep. Time:
Destination: LAFAYETTE, LA Flt Plan: Wx Briefing:
Last Radio Cont:
Last Clearance:
FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 03/20/2006
** Report created 3/20/2006 Record 1 **
************************************************************ ********************
IDENTIFICATION
Regis#: 4180F Make/Model: B206 Description: BELL 206B HELICOPTER
Date: 03/19/2006 Time: 1610
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Minor
LOCATION
City: LAFAYETTE State: LA Country: US
DESCRIPTION
N4108F, A BELL B206L-3 ROTORCRAFT, WHILE REPOSITIONING, THE TAIL ROTOR
STRUCK AN OBJECT ON THE PLATFORM, VERMILLION BLOCK NO245, OIL PLATFORM,
LAFAYETTE, LA
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: NOT REPORTED
OTHER DATA
Departed: OIL PLATFORM Dep Date: Dep. Time:
Destination: LAFAYETTE, LA Flt Plan: Wx Briefing:
Last Radio Cont:
Last Clearance:
FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 03/20/2006
Thread Starter
Registration comes back to a PHI 206L-3, a 1991 model.
Join Date: Oct 2003
Location: Over here
Posts: 1,030
Likes: 0
Received 0 Likes
on
0 Posts
Typical fuel is destination + 30 minutes, depending on the weather. Destination +45 minutes worst case (or best, depending on your point of view). It used to be beach +30 years ago, but economics reduced that, and now everyone uses one-way fuel for almost all aircraft.
Join Date: Oct 2003
Location: Over here
Posts: 1,030
Likes: 0
Received 0 Likes
on
0 Posts
I don't think there is a typical trip. It could be anywhere from 30 minutes to a couple of hours. Probably an hour one-way might be about median, but it's difficult to generalize. I've flown contracts where the usual flight was a few hundred yards, with 150 or more of them every day, and I've flown contracts where most flights were 200NM & more, all these in a B206. Flights for mediums these days are usually well over 100NM.
Guest
Posts: n/a
GOM MOA
Anybody know any more onthe GOM MOA just signed this week ?
Interested to see exactly what is going to improve, safety wise.
http://www.rotor.com/article.php?sid...thread&order=0
Interested to see exactly what is going to improve, safety wise.
http://www.rotor.com/article.php?sid...thread&order=0
Join Date: Oct 2003
Location: Over here
Posts: 1,030
Likes: 0
Received 0 Likes
on
0 Posts
According to the media briefing link on the HAI site, it basically covers ADS-B installation and operation. The FAA provides the equipment and personnel, and the oil companies provide the space on offshore platforms, and the transportation of the equipment and installation/maintenance personnel.
Other than what I read on the HAI site, I know nothing about it. They don't tell mere pilots more than they need to know right now.
Other than what I read on the HAI site, I know nothing about it. They don't tell mere pilots more than they need to know right now.