North Sea News
That is one thing the Chinook excelled in doing.....destroying Pilot's hearing!
Nope....that was a Brit from BAH that said that.
Odd...I don't recall the Chinook to be anything but smooth but then we had hundreds of the things and lots of very experienced maintainers working on them. Perhaps our corporate knowledge gave us an advantage.
Mind you when the forward swash plate got a bit of wear....usually right up there within just a very few hours before TBO....they could get a bit lumpy with the Thrust Lever (Collective to the unwashed) down near the floor. One felt like saying something along the lines of "Whoopee Ti Ri Yo!" when experiencing that ride. If you got out of synch with the vertical....you did get a butt beating!
Odd...I don't recall the Chinook to be anything but smooth but then we had hundreds of the things and lots of very experienced maintainers working on them. Perhaps our corporate knowledge gave us an advantage.
Mind you when the forward swash plate got a bit of wear....usually right up there within just a very few hours before TBO....they could get a bit lumpy with the Thrust Lever (Collective to the unwashed) down near the floor. One felt like saying something along the lines of "Whoopee Ti Ri Yo!" when experiencing that ride. If you got out of synch with the vertical....you did get a butt beating!
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I notice CHC have transferred a 332L2 Puma, (VP-CHC) from the Falklands to Dyce & registered it G-WNSC for North Sea operations. Does this mean they have only one machine left in Falklands, replaced it with another or the contract has changed ?
Thread Starter
Date: Monday 21st January 2013
Venue: The Aviator Suite, Prestwick Airport Terminal Building
Time: 19:30-22:00
Event: Presentation
Subject: North Sea Helicopter Operations
When filling up the car with fuel, few of us think about all the people and businesses involved in getting it from the sea bed to the pump. Offshore workers, refinery staff and tanker drivers are obvious. But what about helicopter pilots and air traffic controllers? This presentation describes the helicopter flying and Air Traffic Control operations that support the UK North Sea Oil and Gas industry. Fifty litres of unleaded will never seem the same!
Royal Aeronautical Society | Event | North Sea Helicopter Operations
Scotland set for a blizzard battering as more snow is on the way, forecasters warn
The East of Scotland will be subjected to a relentless stream of snow showers throughout the weekend, according the Met Office.
STRONG winds have been pushing snow on to the east coast from the North Sea and forecasters predict this will continue into next week.
"Frequent, and occasionally heavy, snow showers", with snowfall is expected to be as deep as two to four inches and as much as six inches on higher ground, the Met Office has forecast. The wind is predicted to continue to intensify poor conditions with the "drifting of lying snow in the strong-to-gale-force south-easterly winds".
Scotland set for a blizzard battering as more snow is on the way - Daily Record
Thread Starter
Sikorsky Developing Automated 'Rig Approach' for S92
Heli-Expo 2013: Sikorsky offers automated rig approach for S-92 - News - Shephard
07 March 2013
Sikorsky is on the verge of achieving FAA certification for an automated rig approach capability for the S-92 medium helicopter.
The function is expected to result in a 60% reduction in pilot work load as the aircraft is brought into an automated level and slow approach to an oil rig.
Spencer Elani, director of the S-92 programme, said at the Heli-Expo exhibition that the system was expected to complete certification in March or April.
‘We have been working this for a few years. We have actually flown the rig approach two weeks ago with the FAA. So rig approach is basically an automatic flight to the rig. So you put in the coordinates of the approach you would to make to the rig, take-off and push a button and it’s hands off to the rig,’ Elani said.
The system includes automatic departure, guaranteed water clearance (levels off at 200 ft) and simplifies the final landing, approaching the rig at 30 knots groundspeed.
‘The crew can focus on their surroundings and don’t have to worry about pushing any buttons. Come down out of the clouds in a stabilised approach and then actually fly at 30 knots, so very slow. It determines the flight path; it determines whether they want to manually go on the rig. If they don’t want to go on the rig they can fly by or push a button and you can come back around and take another go.’
‘We believe, our customers believe and now we have the support of the FAA that this is a big safety enhancement. It’s been a long time coming and it is going to be a big safety improvement to the fleet. And then we will go back and eventually do it to our other products such as the S-76.’
Sikorsky is on the verge of achieving FAA certification for an automated rig approach capability for the S-92 medium helicopter.
The function is expected to result in a 60% reduction in pilot work load as the aircraft is brought into an automated level and slow approach to an oil rig.
Spencer Elani, director of the S-92 programme, said at the Heli-Expo exhibition that the system was expected to complete certification in March or April.
‘We have been working this for a few years. We have actually flown the rig approach two weeks ago with the FAA. So rig approach is basically an automatic flight to the rig. So you put in the coordinates of the approach you would to make to the rig, take-off and push a button and it’s hands off to the rig,’ Elani said.
The system includes automatic departure, guaranteed water clearance (levels off at 200 ft) and simplifies the final landing, approaching the rig at 30 knots groundspeed.
‘The crew can focus on their surroundings and don’t have to worry about pushing any buttons. Come down out of the clouds in a stabilised approach and then actually fly at 30 knots, so very slow. It determines the flight path; it determines whether they want to manually go on the rig. If they don’t want to go on the rig they can fly by or push a button and you can come back around and take another go.’
‘We believe, our customers believe and now we have the support of the FAA that this is a big safety enhancement. It’s been a long time coming and it is going to be a big safety improvement to the fleet. And then we will go back and eventually do it to our other products such as the S-76.’
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Roughneck: "Does my bum look big in this?"
Transocean: "Yes"
Oil workers too fat for helicopters told to diet
I/C
Transocean: "Yes"
Oil workers too fat for helicopters told to diet
I/C
It's a fair comment. As someone who travels to work in this manner regularly, I wonder if more stringent checks on the physical size of passengers should be introduced.
The worst one I had was in China. A mountain who weighed in at 350lbs. His kit was in two bags that weighed 84lbs and he also had a set of golfclubs.
The rep let him go with the lot and two other Chinese pax were dropped.
He was typical of contractors then. They would carry there entire wardrobe around the world and expect to take it offshore with them; and in most cases there was no alternative.
The rep let him go with the lot and two other Chinese pax were dropped.
He was typical of contractors then. They would carry there entire wardrobe around the world and expect to take it offshore with them; and in most cases there was no alternative.
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My worst in this department was last year. 9 Dutchmen out to a work platform.
It was a very short trip on a VFR day, so we offered a good payload. The manifest came back with a payload of over 3200lbs. The average pax weight I calculated out as 306lbs!!
The amusing thing is, the oil & gas companies come back moaning why we can't take 9 or 10 pax any more!
It was a very short trip on a VFR day, so we offered a good payload. The manifest came back with a payload of over 3200lbs. The average pax weight I calculated out as 306lbs!!
The amusing thing is, the oil & gas companies come back moaning why we can't take 9 or 10 pax any more!
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In a word (or three actually) Disability Discrimination Act
O&G UK examining Doctors wary of refusing a Medical Cert due to patient being too fat, BMI over 40 then get the 'you must lose weight' instruction then sent for the dubious 'can you get into a survival suit and can you fit through this huge escape window', if they pass that then off they go for another two years to get even fatter
Full Breakfast and stickies anyone ??????????
O&G UK examining Doctors wary of refusing a Medical Cert due to patient being too fat, BMI over 40 then get the 'you must lose weight' instruction then sent for the dubious 'can you get into a survival suit and can you fit through this huge escape window', if they pass that then off they go for another two years to get even fatter
Full Breakfast and stickies anyone ??????????
Thread Starter
AMEC wins £68m North Sea rig contract
Engineering and project management giant AMEC has been handed a £68m contract by a consortium led by BP to deliver two new oil rigs in the North Sea. - Manchester Evening News
Perhaps in view of previous posts .. these rigs should be equipped with an on-board gymnasium!
British engineering and project management firm AMEC has been handed a £68m contract by a consortium led by BP to deliver two new oil rigs in the North Sea.
The consortium, which also includes Shell, ConocoPhillips and Chevron, is building the two rigs off the coast of the Shetland Islands in an area known as Clair Ridge.
The work is scheduled to run until March, 2016 and will employ a team of around 800 Amec workers at its peak.
The contract will see Knutsford-based Amec and its subsidiary Qedi install new production, accommodation and drilling facilities and subsea pipelines.
The two new platforms are due to be installed in 2015, with production scheduled to start in 2016.
BP is investing £4.5bn in the project to access 640 million barrels of oil, which will be extracted at a rate of up to 120,000 barrels per day until 2050.
Amec managing director Alan Johnstone said: “I am delighted that our long track record of delivery of major and complex projects for BP has been recognised through this significant contract award. “The award extends our relationship with BP, as well as crowning our overall involvement with this giant development from concept right through to commissioning."
“We will be utilising our leading expertise from our brownfield centre of excellence and securing North Sea jobs.”
Amec said it would utilise the latest technology and processes at the site to improve efficiency and reduce environmental impact.
In 2011, Amec was awarded an engineering and project management contract for the platform design of the Clair Ridge development.
The consortium, which also includes Shell, ConocoPhillips and Chevron, is building the two rigs off the coast of the Shetland Islands in an area known as Clair Ridge.
The work is scheduled to run until March, 2016 and will employ a team of around 800 Amec workers at its peak.
The contract will see Knutsford-based Amec and its subsidiary Qedi install new production, accommodation and drilling facilities and subsea pipelines.
The two new platforms are due to be installed in 2015, with production scheduled to start in 2016.
BP is investing £4.5bn in the project to access 640 million barrels of oil, which will be extracted at a rate of up to 120,000 barrels per day until 2050.
Amec managing director Alan Johnstone said: “I am delighted that our long track record of delivery of major and complex projects for BP has been recognised through this significant contract award. “The award extends our relationship with BP, as well as crowning our overall involvement with this giant development from concept right through to commissioning."
“We will be utilising our leading expertise from our brownfield centre of excellence and securing North Sea jobs.”
Amec said it would utilise the latest technology and processes at the site to improve efficiency and reduce environmental impact.
In 2011, Amec was awarded an engineering and project management contract for the platform design of the Clair Ridge development.
Perhaps in view of previous posts .. these rigs should be equipped with an on-board gymnasium!
The Pilot's job is to do the math....provide the Client with the available Payload....and then drive the machine.
It matters not how many passengers that winds up being....that is for the Client to deal with.
You are going to the Rig with whatever the Client puts onboard....be it just the Daily Newspapers....or a Copying Machine....or a bunch of Bears.
As long as the Passenger, Baggage, and cargo weights are accurate....that is all the Crew need worry themselves about.
It matters not how many passengers that winds up being....that is for the Client to deal with.
You are going to the Rig with whatever the Client puts onboard....be it just the Daily Newspapers....or a Copying Machine....or a bunch of Bears.
As long as the Passenger, Baggage, and cargo weights are accurate....that is all the Crew need worry themselves about.
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Actually Sasless, the pilots responsibility is to the safety of his/her passengers. Now if some of them are too big, especially with an SK76, where people are loaded behind the pilots seats, there is a big threat to their safety in the event of an emergency evacuation on/in the water. Us in the front seats could escape ok, but its not the done thing I understand, to be the first into the liferaft!
This is a serious issue with the smaller offshore aircraft, and one that can be sorted by oil & gas companies for the safety & health of their workers.
This is a serious issue with the smaller offshore aircraft, and one that can be sorted by oil & gas companies for the safety & health of their workers.
The Operator, Client, and CAA have that responsibility. Pilots operate within the the confines of the Law, Regulations, Rules, SOP's, and Approved Procedures, and Contract Terms.
If the Big Three have approved the carriage of those you think too large for their own good...it is not your remit to make that judgement. Raise the issue in a Safety Meeting, make your views known, and stick to doing your job until the Rules change.
The US EMS industry....the cheap outfits that use Jet Rangers....love skinny Pilots as the very limited Payload demands Pilots who suffer from Anorexia in order to get off the ground with a patient.
Fortunately for the Offshore Industry the Client pays by the Hour and by the Pound.....not by the number of passengers.
If the Big Three have approved the carriage of those you think too large for their own good...it is not your remit to make that judgement. Raise the issue in a Safety Meeting, make your views known, and stick to doing your job until the Rules change.
The US EMS industry....the cheap outfits that use Jet Rangers....love skinny Pilots as the very limited Payload demands Pilots who suffer from Anorexia in order to get off the ground with a patient.
Fortunately for the Offshore Industry the Client pays by the Hour and by the Pound.....not by the number of passengers.
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There's a bit more to it than just doing the numbers. Checking to see if the passengers can wear a life jacket and can fit in the seat belt are done after the numbers. I would check and brief my CP to check and make sure that the portly passenger would not just pull up his belly, lay the seatbelt in his lap and let his belly cover up the buckle.
It's good to see drilling companies begin to take the matter seriously. It will be interesting to see if they apply the same policy to the service companies, because that's where the bulk of the problem lies.
It's good to see drilling companies begin to take the matter seriously. It will be interesting to see if they apply the same policy to the service companies, because that's where the bulk of the problem lies.
