Flying at Night
Thread Starter
Flying at Night
I started a thread about 3 years ago, discussing the perceived increased dangers of flying at night and did other forum users consider those risks to be acceptable for revenue passenger flights offshore. I would say that the general opinion was 'Yes' if done correctly, and with a well trained crew, night flying was no different to flying by day, just an extra level of care to be taken.
As I say, 3 years later and we seem to be having a spate of offshore accidents, all of which (and I'm afraid I don't have any statistics on front of me to back this up) seem to have an night time element. Within a year of my original discussion we had the tragic Morcombe Bay crash, then the Jigsaw SAR machine ditched in Den Helder. I believe there was a mysterious ditching in Nigeria with the loss of those on board, then recently we have had Abu Dahbi (OK, some well recognised problems there) and the Dubai 212 incident, both in the last month or so.
None of these accident reports have so far been released so I know I'm going to get jumped on, but Morcombe Bay looks like a good, competent crew losing visual references at night. Jigsaw has not been fully explained but I certainly heard that a few fingers were being unfairly pointed at the crew quite early on, and I wonder if it being night time added an element of confusion and was a factor in their decision to ditch - Obviously not many of us would make a conscious decision to ditch at night, so I've no doubt that the crew felt they had a real problem and had little choice. The two Middle East accidents , one looks like an inexperienced pilot and the other is so far without explanation but if there is any early hypothesis, it would be that the aircraft drifted backwards and clipped its tail rotor on a crane - Yes, hypothesis and assumption I know.
Couple all of these with the high profile onshore accidents. The Russian Oil Exec down in Bournemouth, Mathew Harding (OK, both quite a few years ago now), Philip Carter and family last year - All of which were headline news, all at night, with the aircraft seemingly perfectly serviceable. The last report not officially released yet. I know there is a thread running about Medevac operations in the States at night after the S-76 crash last month.
No doubt, someone will blow my argument away with statistics, but I measure these against a backdrop of other accidents and I really don't know of many accidents by day. Yes onshore, Colin McRae's terrible accident made headline news and is unexplained. Offshore, I know of a couple of fatal accidents at night going back, but I can't really think of many by day at all, and if you think of incidents like the Bristow Helicopter that got struck by lightning and made a successful autorotative ditching, the odds of that being so successful by night are practically zero.
I wish I had some accurate statistics to back up my argument here, but it seems to me that night flying accounts for less than 5% of annual flying hours, but at that same time seems to play a large part in over 70% of offshore accidents. Surely we can't keep pretending that we are offering our clients and passengers the same level of safety by night that they get during the day ???
As I say, 3 years later and we seem to be having a spate of offshore accidents, all of which (and I'm afraid I don't have any statistics on front of me to back this up) seem to have an night time element. Within a year of my original discussion we had the tragic Morcombe Bay crash, then the Jigsaw SAR machine ditched in Den Helder. I believe there was a mysterious ditching in Nigeria with the loss of those on board, then recently we have had Abu Dahbi (OK, some well recognised problems there) and the Dubai 212 incident, both in the last month or so.
None of these accident reports have so far been released so I know I'm going to get jumped on, but Morcombe Bay looks like a good, competent crew losing visual references at night. Jigsaw has not been fully explained but I certainly heard that a few fingers were being unfairly pointed at the crew quite early on, and I wonder if it being night time added an element of confusion and was a factor in their decision to ditch - Obviously not many of us would make a conscious decision to ditch at night, so I've no doubt that the crew felt they had a real problem and had little choice. The two Middle East accidents , one looks like an inexperienced pilot and the other is so far without explanation but if there is any early hypothesis, it would be that the aircraft drifted backwards and clipped its tail rotor on a crane - Yes, hypothesis and assumption I know.
Couple all of these with the high profile onshore accidents. The Russian Oil Exec down in Bournemouth, Mathew Harding (OK, both quite a few years ago now), Philip Carter and family last year - All of which were headline news, all at night, with the aircraft seemingly perfectly serviceable. The last report not officially released yet. I know there is a thread running about Medevac operations in the States at night after the S-76 crash last month.
No doubt, someone will blow my argument away with statistics, but I measure these against a backdrop of other accidents and I really don't know of many accidents by day. Yes onshore, Colin McRae's terrible accident made headline news and is unexplained. Offshore, I know of a couple of fatal accidents at night going back, but I can't really think of many by day at all, and if you think of incidents like the Bristow Helicopter that got struck by lightning and made a successful autorotative ditching, the odds of that being so successful by night are practically zero.
I wish I had some accurate statistics to back up my argument here, but it seems to me that night flying accounts for less than 5% of annual flying hours, but at that same time seems to play a large part in over 70% of offshore accidents. Surely we can't keep pretending that we are offering our clients and passengers the same level of safety by night that they get during the day ???
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Certainly no expert on the topic, but as regarding flying passengers at night, I guess my first question would have to be... why? What competitive advantage is to be gained? I guess in the N. Sea it may be because the daytime is so very short in the winter.
There are a lot of factors which probably would weigh the accident statistics, whatever those happen to be. A couple off the top of my head include:
1) Proficiency. Since, as you point out, we don't fly that much at night, whether we like it or not, we're not that good at it, at least not when compared to day abilities. When instructing regularly at night back in a former life and flying a substantial percentage of my hours after dark, my proficiency level was quite high, but I was never under the illusion that there were not things out there ready to bite if it all went pear-shaped. This argument has two sides, really. Since, as you point out, we don't fly that much at night, we're probably not that proficient. However, if we did it more, we'd probably become more so. Current percentages would probably skew the statistics toward a higher accident rate and higher ones would probably move the rate lower, but again the operative question is why do you want to do it in the first place?
2) Fatigue, Circadian rhythms, and Reverse Cycle Operations. See FedEx. They have an entirely different crewing model than an operator who mostly flies during the day. This issue almost nipped FedEx in the bud before it ever started... nobody would insure them with a standard airline crewing model.
3) Emergencies. While the crew may be capable of ditching the machine day or night, the elephant in the room is what about the pax? The after-landing part of the ditching is probably going to be messy.
4) For what little it may be worth, the U.S. Navy prohibits overwater passenger transport flights in helicopters at night.
There are a lot of factors which probably would weigh the accident statistics, whatever those happen to be. A couple off the top of my head include:
1) Proficiency. Since, as you point out, we don't fly that much at night, whether we like it or not, we're not that good at it, at least not when compared to day abilities. When instructing regularly at night back in a former life and flying a substantial percentage of my hours after dark, my proficiency level was quite high, but I was never under the illusion that there were not things out there ready to bite if it all went pear-shaped. This argument has two sides, really. Since, as you point out, we don't fly that much at night, we're probably not that proficient. However, if we did it more, we'd probably become more so. Current percentages would probably skew the statistics toward a higher accident rate and higher ones would probably move the rate lower, but again the operative question is why do you want to do it in the first place?
2) Fatigue, Circadian rhythms, and Reverse Cycle Operations. See FedEx. They have an entirely different crewing model than an operator who mostly flies during the day. This issue almost nipped FedEx in the bud before it ever started... nobody would insure them with a standard airline crewing model.
3) Emergencies. While the crew may be capable of ditching the machine day or night, the elephant in the room is what about the pax? The after-landing part of the ditching is probably going to be messy.
4) For what little it may be worth, the U.S. Navy prohibits overwater passenger transport flights in helicopters at night.
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Special 25,
The statistics that I have seen indicate that the accident rate for offshore flying at night is about 5 times greater than that during the day, so it makes sense to avoid night passenger transport whenever possible. That said, this is likely to be very difficult to achieve during the winter at high latitudes.
I suggest that it is inappropriate to make a direct comparison with fixed wing operations, as there are fewer variables (typically instrument approaches to a well-lit runway) than in offshore rotary wing flights. I believe that good training and SOPs can be very effective in reducing the risk, but not enough to equate with day flying.
The statistics that I have seen indicate that the accident rate for offshore flying at night is about 5 times greater than that during the day, so it makes sense to avoid night passenger transport whenever possible. That said, this is likely to be very difficult to achieve during the winter at high latitudes.
I suggest that it is inappropriate to make a direct comparison with fixed wing operations, as there are fewer variables (typically instrument approaches to a well-lit runway) than in offshore rotary wing flights. I believe that good training and SOPs can be very effective in reducing the risk, but not enough to equate with day flying.
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In response to the above, yes experience does count for a lot. I seem to remember that one of the oil companies insisted that we carry out 3 take-offs and landings at night every 90 days, until we pointed out that just couldn't be done from April through September in Scotland, and they backed down !! Crews used to shuttle in the Brent many years ago and found they became far more confident and proficient at night flying - Still that 1st flight after 2 weeks off or the first week when the nights came in in October were still a bit of a shock !!
I agree that high latitudes do present a problem, but not a huge one. Even at the very worst part of winter, there is daylight from about 08:00 to 16:00, slightly less way up north in the Shetlands (if I remember rightly, its about 08:30 to 15:30) and is only this bad for about 3 weeks. I've always felt that flying at night is fine, it is the deck operations, shuttling etc that pose the greatest risk. Imposing a curfew on night decks still provides that additional 30 minutes (minimum) either side of night to allow the aircraft to take off at night and arrive at dawn, or depart the deck at dusk and arrive back at the airport at night. So, even in those shortest days in December, there are at least 8 good flying hours to get the work done - Yes, you miss probably a whole rotation in the afternoon, but this is public transport we're talking about, you don't need those flights - For 2 months in the winter, you could easily put on more flights at the weekend and I think safety would be improved.
Interesting to note the US Navy do not allow pax flights at night over water. I worked in Africa for a while where a number of oil companies there seemed to have recognised the risk and will not allow helicopter flights at night, whilst we here in the UK don't seem to have made the connection. Perhaps it is because at least 2 of the helicopter operators (certainly historically and I assume still) offer cheaper slots later in the day.
I agree that high latitudes do present a problem, but not a huge one. Even at the very worst part of winter, there is daylight from about 08:00 to 16:00, slightly less way up north in the Shetlands (if I remember rightly, its about 08:30 to 15:30) and is only this bad for about 3 weeks. I've always felt that flying at night is fine, it is the deck operations, shuttling etc that pose the greatest risk. Imposing a curfew on night decks still provides that additional 30 minutes (minimum) either side of night to allow the aircraft to take off at night and arrive at dawn, or depart the deck at dusk and arrive back at the airport at night. So, even in those shortest days in December, there are at least 8 good flying hours to get the work done - Yes, you miss probably a whole rotation in the afternoon, but this is public transport we're talking about, you don't need those flights - For 2 months in the winter, you could easily put on more flights at the weekend and I think safety would be improved.
Interesting to note the US Navy do not allow pax flights at night over water. I worked in Africa for a while where a number of oil companies there seemed to have recognised the risk and will not allow helicopter flights at night, whilst we here in the UK don't seem to have made the connection. Perhaps it is because at least 2 of the helicopter operators (certainly historically and I assume still) offer cheaper slots later in the day.
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It's all about to become old hat, well in 2016 anyway.
That is when the helicopter accidents are going to be reduced by 80%.
This is according to some an article in our latest Flight Safety digest. it's a dialouge of motherhood statements, mouthed by some procative flight, er, international helicopter saftey team to be precise.
There's a whole new set of acromyns to feast on, JHSIT, JHSAT and IHST to start with. Gees i thought that I was reading an article on global warming there for a while. It remeinds me of one fruitloop prime minister we had out here, who once said that No child will live in Povrty by sometime before now.????????
That is when the helicopter accidents are going to be reduced by 80%.
This is according to some an article in our latest Flight Safety digest. it's a dialouge of motherhood statements, mouthed by some procative flight, er, international helicopter saftey team to be precise.
There's a whole new set of acromyns to feast on, JHSIT, JHSAT and IHST to start with. Gees i thought that I was reading an article on global warming there for a while. It remeinds me of one fruitloop prime minister we had out here, who once said that No child will live in Povrty by sometime before now.????????
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Night flying (outside of flying over built up areas with lights) has to be considered to be instrument flying.
There is no way to orient the helicopter's attitude, height or position with respect to references on the ground.
The problem then becomes comparing instrument flying as we've come to know it with helicopter instrument flying. In most instrument flying, the purpose is to maneuver yourself to a position where you can transition to visual references to land, and the landing is going to be to a well defined piece of turf, typically a lit runway.
Once we realize that, we'll think more carefully about helicopter flying at night, especially to places like oil rigs in the middle of nowhere with a confusion of lights, most of which have little to do with the helicopter.
As for the other places where there have been problems with flying at night - just consider a fixed wing airplane in the same situation and consider the differences.
Sorry for the general nature of the discussion, but it would take too much room to discuss each accident (and I don't have all the details either).
There is no way to orient the helicopter's attitude, height or position with respect to references on the ground.
The problem then becomes comparing instrument flying as we've come to know it with helicopter instrument flying. In most instrument flying, the purpose is to maneuver yourself to a position where you can transition to visual references to land, and the landing is going to be to a well defined piece of turf, typically a lit runway.
Once we realize that, we'll think more carefully about helicopter flying at night, especially to places like oil rigs in the middle of nowhere with a confusion of lights, most of which have little to do with the helicopter.
As for the other places where there have been problems with flying at night - just consider a fixed wing airplane in the same situation and consider the differences.
Sorry for the general nature of the discussion, but it would take too much room to discuss each accident (and I don't have all the details either).
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Love this one....every year I still can't believe we fly to rigs at night!!!
I am curious that if they found oil/gas today and not 30+ years ago, would the CAA authorize night offshore flying nowdays with everything we know/risk assessment etc??
Flying a S76 with it's limited visibility makes landing on rigs difficult, add in the fact that the southern North sea NUI's are very small,limited lighting, very low to the ocean, no wind, S76 power margin and hover OGE capability when heavy: NIL.... then throw in poor vis at night and hey presto
(what the hell are we doing here)!!! Chances for pilot error with all the above factors thrown in, well, you know the answer to that....and the outcome...Are the CAA asleep when it comes to regulating the N.Sea???? How many Morecombe Bays do they need(I know the OFFICIAL report isn't out yet but I think we all know what happened, may those people rest in peace).
As some above said, why can't we fly during daylight and the workers just have to have slightly shorter days??
Why can't we as pilots organize against this? We know whats best when it comes to flying and how difficult it can be.
Fly safe everyone.
PH.
I am curious that if they found oil/gas today and not 30+ years ago, would the CAA authorize night offshore flying nowdays with everything we know/risk assessment etc??
Flying a S76 with it's limited visibility makes landing on rigs difficult, add in the fact that the southern North sea NUI's are very small,limited lighting, very low to the ocean, no wind, S76 power margin and hover OGE capability when heavy: NIL.... then throw in poor vis at night and hey presto
(what the hell are we doing here)!!! Chances for pilot error with all the above factors thrown in, well, you know the answer to that....and the outcome...Are the CAA asleep when it comes to regulating the N.Sea???? How many Morecombe Bays do they need(I know the OFFICIAL report isn't out yet but I think we all know what happened, may those people rest in peace).As some above said, why can't we fly during daylight and the workers just have to have slightly shorter days??
Why can't we as pilots organize against this? We know whats best when it comes to flying and how difficult it can be.Fly safe everyone.
PH.
Originally Posted by Special 25
Crews used to shuttle in the Brent many years ago and found they became far more confident and proficient at night flying - Still that 1st flight after 2 weeks off or the first week when the nights came in in October were still a bit of a shock !!
Mid winter shuttles when there was 70 hours in the logbook for the fortnight, and not a day entry among them, were nearly all inter rig/platform with less than a few hundred yards transit. You led back into night flying after summer, but there was plenty of spare light around the platforms to help keep good orientation. Lots of landings per hour, plenty of opportunity to maintain currency and proficiency 
I understand the 'risk assessment' attitude has changed over the years, but do the requirements of operating in the northern NS with only 7 hours of daylight mid winter not call for a higher standard of currency training, rather than the apparent call to mitigate risk by banning altogether?
Thread Starter
John, I see what you're saying, and agree that times just seemed to be different back then - But don't forget, there was an accident during that time, where a 212 flew into the water when the viz came down. Regulations just weren't that important, and the rule book was written as we went along.
Now safety is paramount, we are 'Public Air Transport' and that in turn denotes a certain high standard. It isn't a question of whether we can improve the training, there just aren't enough night decks available for crews to be current enough to be safe and it isn't like the shuttling on the Brent where, as you say, you could do hundreds of night deck landings in a 2 week period.
The questions are, is it safe enough to fly at night, and secondly, do we actually need to take those risks, or can the passenger transports be accomplished in a safer manner - ie. during daylight hours.
Now safety is paramount, we are 'Public Air Transport' and that in turn denotes a certain high standard. It isn't a question of whether we can improve the training, there just aren't enough night decks available for crews to be current enough to be safe and it isn't like the shuttling on the Brent where, as you say, you could do hundreds of night deck landings in a 2 week period.
The questions are, is it safe enough to fly at night, and secondly, do we actually need to take those risks, or can the passenger transports be accomplished in a safer manner - ie. during daylight hours.
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The old risk-management model I once taught and had a hand in developing back in the old (but not too old) days had five ways by which you could deal with risk (it was SAR mostly, but you can come up with other means of mitigation in other type operations).
Avoid
Spread Out
Transfer
Accept
Reduce
Handily, the acronym is ASTAR... I wanted RASTA, but the powers-that-be had no sense of fun at all and I was dealt a crushing defeat.
My organization's prior risk-management model was somewhat simpler...
Accept
John... sounds a lot like how you came up!
Avoid
Spread Out
Transfer
Accept
Reduce
Handily, the acronym is ASTAR... I wanted RASTA, but the powers-that-be had no sense of fun at all and I was dealt a crushing defeat.
My organization's prior risk-management model was somewhat simpler...
Accept
John... sounds a lot like how you came up!
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I often wonder what ever happened to Richard Walker's Firefly approach lighting system - seemed like a good idea over 10 years ago.
For those who don't know what it was - a VASIS like system that was adjustable for azimuth and elevation (using a radio code) that would give you the flashing green (high) green (on appropriate approach angle), red (slightly below) and flashing red (too low), just like a runway VASIS / PAPI.
For those who don't know what it was - a VASIS like system that was adjustable for azimuth and elevation (using a radio code) that would give you the flashing green (high) green (on appropriate approach angle), red (slightly below) and flashing red (too low), just like a runway VASIS / PAPI.
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I agree with Shawn, you have to accept the fact that it's all instrument flying at night offshore, from hover to skids down. It can be done, and is being done, but it's not nearly as safe as daylight flying. I've had SICs try to fly into the water on downwind to an isolated rig, and I've had them unable to complete an approach to landing, even after several tries. The approach and landing are as demanding as anything I've ever done. I enjoyed the challenge when I was doing it, but I was very careful during every flight, right up to engine shutdown. As to why, there is one reason, and it's the standard one. Money. Money drives everything.
Special25,
Interesting question pertaining to night flight and the increased accident rate....exactly the debate American helicopter EMS operators are having....or having thrust upon them by the media, insurance companies, and the FAA.
Flying in the dark over unlighted areas is more hazardous than doing the same thing in the day light...that is no surprise.
The Brent may have had plenty of lights...but the Ninian when it was being built certainly did not. Shuttling about that place in the Winter was a real treat.
But...as John states....with exposure....one gains a certain level of comfort and it does not seem as difficult as when called upon to do the odd night flight.
The thought of a forced uncontrolled night ditching (read crash)....has got to be the worst experience we face....throw in cold water, total darkness, rough seas....and the old paycheck looks mighty skimpy sometimes.
Interesting question pertaining to night flight and the increased accident rate....exactly the debate American helicopter EMS operators are having....or having thrust upon them by the media, insurance companies, and the FAA.
Flying in the dark over unlighted areas is more hazardous than doing the same thing in the day light...that is no surprise.
The Brent may have had plenty of lights...but the Ninian when it was being built certainly did not. Shuttling about that place in the Winter was a real treat.
But...as John states....with exposure....one gains a certain level of comfort and it does not seem as difficult as when called upon to do the odd night flight.
The thought of a forced uncontrolled night ditching (read crash)....has got to be the worst experience we face....throw in cold water, total darkness, rough seas....and the old paycheck looks mighty skimpy sometimes.
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I agree that flying approaches to structures, rigs and vessels off-shore at night is considerably more harrowing- and it is definitely not a piece of cake in the S-76. But night flying in the USA in the GOM is generally limited to patient transport and cargo (at least with my company)- we rarely ever transport personnel off-shore at night.
The SAR factor has always bothered me as well, especially when going out deep.
I do not see a valid reason why personnel need to be moved at night. Seems ridiculous to me.
The SAR factor has always bothered me as well, especially when going out deep.
I do not see a valid reason why personnel need to be moved at night. Seems ridiculous to me.
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On the other hand, if we had great instrument guidance to a 5' hover (equivalent to a FW doing a Category II ILS) that might reduce the accident rate.
I remember doing Differential GPS approaches in an S-76 in 1998 to a 50' hover. Where are these now???
I remember doing Differential GPS approaches in an S-76 in 1998 to a 50' hover. Where are these now???
Thread Starter
So there seems to be general agreement, that flying at night is more difficult and therefore riskier than flying by day, and this would presumably account for the considerably higher accident rate that we seem to have for flights in the hours of darkness.
As above, I have always considered night flights as instrument approaches and you can usually get in pretty close to a rig as a 'numbers exercise' and then hopefully it is a case of looking up when you have a fair amount of visual reference with a well trimmed aircraft. Still not easy though, prone to error, making that switch from IFR to VFR, and I pity the poor guys in the S-76. I remember in the late 70's we had single pilot at night in the S-76, trying to do cross-deck landings with the nose 10' up in the air !! I never did that and was quite happy not to have done, but at that time, there was a general shrugging of shoulders and acceptance of 'well, thats what we do'. It took a while for enough grumblings to change the situation and common sense to prevail.
As with this. Anyone who shuts down offshore now is made clearly aware of the safety culture and how safety is now coming first in everything we are doing in this industry. I'm pretty confident that the Oil management that call up these flights have no real concept of the difference between daylight and night flying, they assume it is just a bus service and we as helicopter operators give them that confidence that you can have a helicopter shuttle any time of day - "we'll even make it cheaper for you at night" !! Sadly, when we had this thread a couple of years ago we said that there is going to be an inevitable accident doing this, and then sure enough, within 15 months there was. But still very few questions were asked, no questioning why a good, well trained crew could find an approach so difficult that 9 people lost there lives, or asking, if this had been daylight would the accident have happened ?? I'll have to bite my lip slightly as I am aware we still don't have the full report even after 2 years.
It seems to me that as helicopter operators we used to carry out about 3 rotations with everything back in the hangar by 4pm, before we sold these later slots at a knocked down price. I accept that these later flights provide for a more efficient use of aircraft, but at the same time ......
You now have aircraft routinely flying at night from Sept to April
There is less time for engineers to inspect aircraft
There is considerably less availability of aircraft for training
We are bringing passengers back at 21:30 or later which obviously disrupts their onward travel and time off.
There seem to be many downsides, it clearly isn't as safe as we would like our service to be and as far as positives go, there seems to be just one - As someone said above - Money, Money, Money
As above, I have always considered night flights as instrument approaches and you can usually get in pretty close to a rig as a 'numbers exercise' and then hopefully it is a case of looking up when you have a fair amount of visual reference with a well trimmed aircraft. Still not easy though, prone to error, making that switch from IFR to VFR, and I pity the poor guys in the S-76. I remember in the late 70's we had single pilot at night in the S-76, trying to do cross-deck landings with the nose 10' up in the air !! I never did that and was quite happy not to have done, but at that time, there was a general shrugging of shoulders and acceptance of 'well, thats what we do'. It took a while for enough grumblings to change the situation and common sense to prevail.
As with this. Anyone who shuts down offshore now is made clearly aware of the safety culture and how safety is now coming first in everything we are doing in this industry. I'm pretty confident that the Oil management that call up these flights have no real concept of the difference between daylight and night flying, they assume it is just a bus service and we as helicopter operators give them that confidence that you can have a helicopter shuttle any time of day - "we'll even make it cheaper for you at night" !! Sadly, when we had this thread a couple of years ago we said that there is going to be an inevitable accident doing this, and then sure enough, within 15 months there was. But still very few questions were asked, no questioning why a good, well trained crew could find an approach so difficult that 9 people lost there lives, or asking, if this had been daylight would the accident have happened ?? I'll have to bite my lip slightly as I am aware we still don't have the full report even after 2 years.
It seems to me that as helicopter operators we used to carry out about 3 rotations with everything back in the hangar by 4pm, before we sold these later slots at a knocked down price. I accept that these later flights provide for a more efficient use of aircraft, but at the same time ......
You now have aircraft routinely flying at night from Sept to April
There is less time for engineers to inspect aircraft
There is considerably less availability of aircraft for training
We are bringing passengers back at 21:30 or later which obviously disrupts their onward travel and time off.
There seem to be many downsides, it clearly isn't as safe as we would like our service to be and as far as positives go, there seems to be just one - As someone said above - Money, Money, Money
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Just an aside,
In the RN we were only allowed to transfer passengers at night, over water if they had completed dunker training for underwater escape. Fairly sensible approach considering the only people to get out of the Scilliy Islands S61 were dunker trained.
As to rig approaches at night then I, personally, don't see the problem. As long as the flight is well briefed and one of the pilots is experienced there is no difference in a rig approach than to, say, a tricky confined area landing or a night deck landing.
Experience is the key here, as the airlines soak up the experienced pilots due to better T&C's (hard to imagine but alas true, me included), better working hours and a more stable roster then the guys/gals left flying the line will suffer from the loss of experienced pilots. With the current down turn in the aviation industry it will be interesting to see if people will move or 'ride it out' with their current employer.
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(2000+ deck and rig landings
)
In the RN we were only allowed to transfer passengers at night, over water if they had completed dunker training for underwater escape. Fairly sensible approach considering the only people to get out of the Scilliy Islands S61 were dunker trained.
As to rig approaches at night then I, personally, don't see the problem. As long as the flight is well briefed and one of the pilots is experienced there is no difference in a rig approach than to, say, a tricky confined area landing or a night deck landing.
Experience is the key here, as the airlines soak up the experienced pilots due to better T&C's (hard to imagine but alas true, me included), better working hours and a more stable roster then the guys/gals left flying the line will suffer from the loss of experienced pilots. With the current down turn in the aviation industry it will be interesting to see if people will move or 'ride it out' with their current employer.
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This promotes a very good debate on the safety of operating at night, and I have to agree in general with most of the points that have been made. Whilst over the years many good steps have been made in the area of flight safety by operators, especially in the North Sea, night flying is not one of them. This is an area that must be addressed to the customer though, as they are the driving force behind the scheduling, and if they do not understand the risks, they should be educated. A good example being the S92 flying around without the Sea State 6 floats wired up, yet it will regularly fly over waters considerably greater than Sea State 6. What really are the chances of the oil companies pax all making it home alive in the event of a ditching/sinking aircraft. Risk mitigation or complacency driven by commercial pressure? Who is at fault here - the customer or the operator or both? Flying around knowing that you have very little chance of survival in the event of a ditching strikes me as incredibly naive, and I am amazed it can be certified. There are certain areas of the North Sea where there are still shuttle aircraft every night, making up to 15 landings or more, and this is actually increasing, all driven by a customer who has little regard for real safety considerations. Whilst flight safety is now becoming very organised and prominent amongst aviation companies, the same cannot be said for all of our customers, and now is the time to open the doors to dialogue. Invariably when an incident or accident occurs, the customer is the first to start pointing fingers at pilots, and calling for sackings but perhaps they should start looking inward as well.
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As to rig approaches at night then I, personally, don't see the problem. As long as the flight is well briefed and one of the pilots is experienced there is no difference in a rig approach than to, say, a tricky confined area landing or a night deck landing.