Bond Cork
Join Date: Aug 2000
Location: Liverpool based Geordie, so calm down, calm down kidda!!
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Let me just add one here please. 68k is NOT comparable with the onshore salaries for captains. You are tens of thousands out there!! I have just been taken on by Bond, they have a set pay scale and I am receiving a substantial pay rise from my present post with a major UK onshore company. I am very happy with the terms and conditions offered, but I would crawl over broken glass for that 68k mentioned. My initial impressions are that BAS are well organised, pilot friendly (views of current pilots) and very competetive on T&Cs.
So, are the salaries really low because they will have to offset the cost of running an N3 in place of the proposed 135's? Rumours of only 155kg of available payload with the 135's out of Cork?? Surely an operator should be able to carry more than that? 
(nothing to do with the only suitable alternates/ diversion airfields and fuel requirements for same i'm sure)
Has someone got their figures wrong somewhere or is the rumour closer to the truth than Bond would like to admit?
(nothing to do with the only suitable alternates/ diversion airfields and fuel requirements for same i'm sure)Has someone got their figures wrong somewhere or is the rumour closer to the truth than Bond would like to admit?
Last edited by helimutt; 24th Dec 2009 at 15:50.
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Bond Cork
After speaking with one of the pilots last week he said The contract will be up and running with no problems and they also thought they would have payload issues but the aircraft has come in at just under 1940kgs so they can take 4 paxs with baggage ifr reserves, the client loves the new aircraft and pays way less than the current old aircraft. They may have to do two trips but that has all been agreed and the client is very happy. They have submitted the aoc manuals as they are going to get their own stand alone Irish aoc as they have a lot of contracts they are looking at so could be good news for pilots I personally hope so.
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Hi Helimutt, All I was told was that they would be most likely be using Shannon as the alternate for IFR, I dont know the breakdown on the weights other than they were happy the aircraft came in at 1940kgs and all up weight is 2910kgs with 20 minute transit time to the rig at 30 nm from airport.
For Serf no chc guys joined they turned down the positions and are getting re located within chc.
Brialliant stuff your are semi correct actually as they are going to operate on bond offshore helicopters aoc untill the stand alone Irish aoc is issued
For Serf no chc guys joined they turned down the positions and are getting re located within chc.
Brialliant stuff your are semi correct actually as they are going to operate on bond offshore helicopters aoc untill the stand alone Irish aoc is issued
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2910 Kgs - 1940 Kgs = 970 Kgs
20 mins transit time at 200 Kgs per hour = 70 Kgs
20 mins back = 70 kgs
Deck Fuel = 20 Kgs or so
Alternate Cork to Shannon 20/25 mins = 70/85 Kgs
Approach at Rig and at Shannon = 50 Kgs
2 Crew at Standard weights 85 Kgs =170 Kgs
970 Kgs - 465 Kgs = 505 Kgs Payload
Standard weights for Offshore worker 90 Kgs and we all know the average offshore worker weighs more than 90 Kgs
Class II enhanced? How much of a weight penalty will that incur.
20 mins transit time at 200 Kgs per hour = 70 Kgs
20 mins back = 70 kgs
Deck Fuel = 20 Kgs or so
Alternate Cork to Shannon 20/25 mins = 70/85 Kgs
Approach at Rig and at Shannon = 50 Kgs
2 Crew at Standard weights 85 Kgs =170 Kgs
970 Kgs - 465 Kgs = 505 Kgs Payload
Standard weights for Offshore worker 90 Kgs and we all know the average offshore worker weighs more than 90 Kgs
Class II enhanced? How much of a weight penalty will that incur.
Last edited by norunway; 27th Dec 2009 at 11:43.
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Bond 135
I take we are referring to the new Bond 135T2+ G-CGHP ? can anybody advise if it will be operating on G-reg or will it have to change to Irish marks ?
some nice pics would be lovely too !
some nice pics would be lovely too !
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NF Stable
Weights duly adjusted but even at 505 Kgs payload its still only four passangers plus baggage and that is before taking into acount any weight penalty there will if operating to class II enhanced performance standards.
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Norunway.
If Irish IFR fuel regs are same as UK you have forgotten to add 10% of calculated fuel usage and 1/2 hr loiter time at Vy which would equal about 130kgs in the Cork - rig - Cork - Shannon route. I also believe that the weight penalty for Class 1 onto the rig is 200kgs so as 100kgs of fuel is used to reach and IFR approach rig then another 100kgs needs to be taken off disposable load ex Cork. A total of 230kgs off your figs.
Using your basic figures this gives a disposable load ex Cork of approx 275Kgs or 2 workers and their bags or at a push 3 workers and no bags.
If Irish IFR fuel regs are same as UK you have forgotten to add 10% of calculated fuel usage and 1/2 hr loiter time at Vy which would equal about 130kgs in the Cork - rig - Cork - Shannon route. I also believe that the weight penalty for Class 1 onto the rig is 200kgs so as 100kgs of fuel is used to reach and IFR approach rig then another 100kgs needs to be taken off disposable load ex Cork. A total of 230kgs off your figs.
Using your basic figures this gives a disposable load ex Cork of approx 275Kgs or 2 workers and their bags or at a push 3 workers and no bags.