oil tankers landings.

[cpt]

The company I am flying for, is considering landings on oil tankers on a regular basis.
I am a bit concerned about the variety of certifications, helideck trainings, communications procedures .....
Although our main activity is an offshore operation, we have never landed on tankers else than FSO/FPSO (with specialy dedicated helideck modification) untill now.
Does anybody has advise or experience on this matter ?
Thanks !

[CyclicRick]

I asked the exact same question a couple of years back and got loads of great answers and help from the folks out there, try and find my post..I think it was titled "Deck landings"

Rick

[Farmer 1]

Cpt,

You don't say where in the world. If you need a 210 degree clear arc, then forget it.

[Twisted Rigging]

Has been done in the UK for a number of years with a Bolkow.

[cpt]

Thank you for your answers, this operation is located offshore of Africa, but oil tankers fleet is international. Helicopter is S76. I assume that the same norms (ie cap 437, ICAO annex 14...) than with helidecks ops would apply here, but with some more restrictions.
I already have a brochure "guide to helicopter/ship ops" from the International Chamber of Shipping, but it is vague about sectors and structural resistance.
Sorry Rick, I would like a private message, but I am not clever enough for this facility on this forum ....

[GLSNightPilot]

Can't help you with the regs where you are, but a couple of things I've discovered:

The heliport will be very, very tight. When they tell you "No worries, it's the world's largest tanker", don't believe it. Ship size has nothing to do with heliport size. I've landed very close beside a prop stored on deck, much larger than an S76. In any case, the clear area will be barely enough, with all sorts of pipes, cranes and other odd masses of steel. Make your approach very, very slow, and always be prepared and able to go around.

Practice your slope landings. The decks have a pronounced slope. Not dangerous unless you release the brakes, but do not do that.

Watch out for the ship turning while you're on the deck. The crosswind you landed with can become a tailwind before you're ready to take off.

No matter what the ship's captain says, he can turn it for you so you can get a favorable wind, especially if you have his relief on board and threaten to return to shore.

[cpt]

These are very valuable informations based on experience, thank you...I myself instinctivly feel reluctant in such operation given these conditions....rotor hazard, lack of room, longer periods in height/speed diagramm,sloped decks, different levels of ground crew training level, vague deck certification. It looks more like aerial work than passenger transportation, with definetly a downgraded level in safety compared with a standard offshore job.
Sorry but I still couldn't find how to "pm" on this forum...
All other infos will be welcome !

[[email protected]]

The moving vessel will create its own wind which can be markedly different from the real surface wind - anything on the vessel (smoke, flags, windsock etc) will give a good indication of this relative wind - this is the one that you want to be pointing into for the landing if possible. The superstructure of the vessel can cause a lot of turbulence which can be very strong so beware - but most tankers seem to have the superstructure at the aft end so it shouldn't affect a HLS mounted amidships.
The vessel can pitch, roll and heave (vertical movement), the bigger the sea the worse it gets and the heave is the one which might catch you out as the deck rises to meet you.

[Gomer Pylot]

I haven't experienced much heave on VLCCs and ULCCs, especially loaded. A loaded supertanker doesn't move up and down enough to be perceptible, even in fairly high seas. An empty one may roll if the wind is directly abeam, though.

You do want to be aware of the ship's movement as you approach. If you approach from the bow, with the ship moving toward you, the approach can get very steep very quickly, and approaching from the stern means it can get very shallow, as the ship moves underneath you. It's not difficult to adjust to it with some practice, and some forethought, though.

Make sure you have a radio for the marine VHF band, with at least Channel 16 (hailing frequency) and one other, for communicating with the ship. You don't want to land without permission, and without knowing they're ready for you. It's also nice to know the ship's position, which may or may not be within a degree of latitude or longitude of what the agent gave you. Shipping agents lie like rugs.

[paco]

I would have thought that being able to hover OGE while you inspect the deck would be a good one

Phil

[MightyGem]

Sorry but I still couldn't find how to "pm" on this forum

Most people have a "Private Msg" button on their posts. Click on this button to send them a PM. You don't have this button on yours, so people can't send you a PM. You need to edit your account and tick on the "Accept PMs" box.

[[email protected]]

Gomer Pylot - I guess you don't get very big sea states in the GOM - tankers may be big enough to have their own time zones, magnetic variation and tides but they still float so if the sea goes up and down so will the tanker.

[Oogle]

Cpt

I think the first thing you have to realise with some of the "ships" you will encounter (especially off Africa) is that some will not be up to scratch. Be ready for the really tight landing sites and non-trained deckcrew.

From what I understand, the UK CAP's only apply to UK registered machines so unless your S-76 is G-reg, the CAP don't apply.

...I myself instinctivly feel reluctant in such operation given these conditions....rotor hazard, lack of room, longer periods in height/speed diagramm,sloped decks, different levels of ground crew training level, vague deck certification.

You will get all of this on some landings so be prepared for it.

Good luck with your venture and keep your eyes open!!