AS332L2 Ditching off Shetland: 23rd August 2013
Years ago I was sent off to a platform under construction to change over the evening shift. The wind was northerly and the accommodation barge was on the eastern side which made it a LHS landing. The helideck on the main structure was on the north side of the derricks was a RHS landing apart from another barge moored alongside with its cranes up against the western side of the helideck.
I recced both deck as I arrived and as the western crane was too close to the platforms helideck I told my co-pilot that he was going to be busy doing all the landings. He landed on the accommodation barge and I did the take off. I handed over control for the landing on the platform and as expected the deck went out of my sight on the final stages of the approach.
There then followed a long period of hovering and general confusion. I queried this and he stated that he could not manage the landing. I then took over control and pulled in power to clear the installation.
Conversation established that his entire offshore night experience had been four landings on a semisub parked in Aberdeen harbour. On the basis of this he had been line checked and cleared for all night operations. I had not flown with him before and there was no intimation to me as to his lack of experience. In a different circumstance if I had fouled it up he would have no way of knowing as to when we would have passed the point of no return.
Sometimes you're lucky, sometimes you're not.
I recced both deck as I arrived and as the western crane was too close to the platforms helideck I told my co-pilot that he was going to be busy doing all the landings. He landed on the accommodation barge and I did the take off. I handed over control for the landing on the platform and as expected the deck went out of my sight on the final stages of the approach.
There then followed a long period of hovering and general confusion. I queried this and he stated that he could not manage the landing. I then took over control and pulled in power to clear the installation.
Conversation established that his entire offshore night experience had been four landings on a semisub parked in Aberdeen harbour. On the basis of this he had been line checked and cleared for all night operations. I had not flown with him before and there was no intimation to me as to his lack of experience. In a different circumstance if I had fouled it up he would have no way of knowing as to when we would have passed the point of no return.
Sometimes you're lucky, sometimes you're not.
Harry said it right too....not one single method of teaching works as we all have different motivators. The key to being a good instructor is being able to figure out how to motivate the one being taught. Any one that has Principles of Instruction should be aware of that.
It has been my experience with the British (for the Ex-British Army anyway)....it was the other way around.....the Seniors did not like being shown to be stupid and wrong. The RN and RAF guys all seemed quite reasonable and decent Chaps. The Dark Blue crowd seemed to be far more fun in the Mess after duty was done.
It's a very British trait where there is a reluctance to point out mistakes to senior personnel, or question their decisions for fear of being wrong and looking stupid.
The introduction of CRM courses made a big difference in helping inexperienced co-pilots challenge any odd decisions made by the captain. It gave them confidence because they knew the system would back them up and also demonstrated to the "crusty" older captains that they could and would be challenged if they "did their own thing".
SASless
Are yes the Rum, baccy and....... Service
HF
SASless
The Dark Blue crowd seemed to be far more fun in the Mess after duty was done
HF
NEO,
Thank you for reminding me.....I will have to admit the Sgt Pilots were all a good lot....to the Man!
Thank you for reminding me.....I will have to admit the Sgt Pilots were all a good lot....to the Man!
FED - for the benefit of our non-pilot readers I think I should point out that a key part of your post are the first words "years ago". These days a lot more thought and training goes into releasing a copilot onto the line for night landings offshore. Yes, when I was a baby pilot (many, many years ago) I could have been your copilot, but these days they will have done plenty of Sim training, the non-rev real deck landings (11 IIRC) and an additional course of night Line Training, before being released to fly with non-training captains for night offshore ops.
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SAS - naughty little soldier!!
For us Army Officer pilots we were trained that in the absence of understanding a total disregard for the facts would see us through!! Baaaaa!! Watch Blackadder!
To be fair and balanced:
BLACKPOOL - Army
ETAP - Navy
SUMBURGH - Civvy
This phenomenon is not discretionary. It can affect any one of us.
DB
For us Army Officer pilots we were trained that in the absence of understanding a total disregard for the facts would see us through!! Baaaaa!! Watch Blackadder!
To be fair and balanced:
BLACKPOOL - Army
ETAP - Navy
SUMBURGH - Civvy
This phenomenon is not discretionary. It can affect any one of us.
DB
Actually....I was thinking more about Management styles and collegial temperament when downing a few dozen Pints after work.
Did Army Officers even buy their own drink?
Did Army Officers even buy their own drink?
Last edited by SASless; 23rd Sep 2013 at 05:11.
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RLOs buy their own drinks?
Let's not even ask about them buying a round.
Heavens NO! They were always occupied in the latrine washing up after pissing on their hands!
Let's not even ask about them buying a round.
Heavens NO! They were always occupied in the latrine washing up after pissing on their hands!
Sounds like a member of the WOPA speaking!
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The introduction of CRM courses made a big difference in helping inexperienced co-pilots challenge any odd decisions made by the captain. It gave them confidence because they knew the system would back them up and also demonstrated to the "crusty" older captains that they could and would be challenged if they "did their own thing".
Ray Joe Czech
.
Do you work for one of the big 3 in Aberdeen? Are you a co-pilot.
The co-pilots I worked with were never cowed by the captain - or at least when they flew with me I always encouraged them to question any "odd" decisions I made.
If the co-pilots in the company you work for aren't capable of intervening if things start to go wrong then the CRM training is insufficient or the type of co-pilot the company is recruiting is may be of the wrong type! I know the RAF tried to recruit stable extroverts! During my CRM training I was surprised how few stable extroverts there were in the company pilot pool!
HF
Doesn't seem to working that way.
Do you work for one of the big 3 in Aberdeen? Are you a co-pilot.
The co-pilots I worked with were never cowed by the captain - or at least when they flew with me I always encouraged them to question any "odd" decisions I made.
If the co-pilots in the company you work for aren't capable of intervening if things start to go wrong then the CRM training is insufficient or the type of co-pilot the company is recruiting is may be of the wrong type! I know the RAF tried to recruit stable extroverts! During my CRM training I was surprised how few stable extroverts there were in the company pilot pool!
HF
Humm,
Don't some of the North Sea Operators do Psychological Testing during the Hiring process?
What personality types are they primarily looking for and are there some personality types they routinely bin?
Don't some of the North Sea Operators do Psychological Testing during the Hiring process?
What personality types are they primarily looking for and are there some personality types they routinely bin?
A spokesman said the main aim was to improve comfort.
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Come on SASless, the manufacturer can hardly say any change is to improve safety can they? In these super-litigious days, commercial Rule No 1 is do not admit the reason for changing something is for safety - ie, it was not safe before!