AS332L2 Ditching off Shetland: 23rd August 2013
Join Date: Mar 2009
Location: St. John's, Newfoundland
Age: 54
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To bus drivers and SLF all over the world...
Loss of life in our work place is always a subject that brings a reality check for me in this part of my job.
There is a price to safety, and in our current industry that reveals itself in the most unfortunate way, whether in the air or on the rig floor.
Training, equipment, safety culture, are just a few of the mitigating factors in what happened off Shetland.
All we can do is try and prevent the same thing happening again, or being totally realistic at least minimize it.
I'm about to drive to work, which is inherently less safe than flying in the back of a helo, do I choose not to do it or do I keep the risk as low as possible by adopting a safe driving style and using a piece of equipment with the latest built in safety features. I decide myself the level of risk in how I drive and what I drive in.
What I don't have much control on is the other drivers out there and what they use. That is only influenced by a larger safety culture, and what is accepted by my fellow man and woman.
We should always learn from our mistakes and experience, here's to doing the same in our shared working lives. It is only with our voices singing from the same hymn sheet that this will happen, so please take a step back and look at the causal factors of this tragedy and so many others like it and see what you can do as an individual and within your own organization to mitigate the causal factors.
That's all we can do, we all just want to do our jobs to the best of our ability with what we've got.
Safe flying
Max
There is a price to safety, and in our current industry that reveals itself in the most unfortunate way, whether in the air or on the rig floor.
Training, equipment, safety culture, are just a few of the mitigating factors in what happened off Shetland.
All we can do is try and prevent the same thing happening again, or being totally realistic at least minimize it.
I'm about to drive to work, which is inherently less safe than flying in the back of a helo, do I choose not to do it or do I keep the risk as low as possible by adopting a safe driving style and using a piece of equipment with the latest built in safety features. I decide myself the level of risk in how I drive and what I drive in.
What I don't have much control on is the other drivers out there and what they use. That is only influenced by a larger safety culture, and what is accepted by my fellow man and woman.
We should always learn from our mistakes and experience, here's to doing the same in our shared working lives. It is only with our voices singing from the same hymn sheet that this will happen, so please take a step back and look at the causal factors of this tragedy and so many others like it and see what you can do as an individual and within your own organization to mitigate the causal factors.
That's all we can do, we all just want to do our jobs to the best of our ability with what we've got.
Safe flying
Max
Last edited by maxwelg2; 28th Jan 2014 at 14:39.
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All the things about passenger safety is wonderfull,but to stop the aircraft landing on the water in the first place would help.Something very wrong in the training or crew awareness here.
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The problem is that both the rotary and fixed-wing world are wrestling with the issues that events like these throw up. It is slightly interesting to look at Air Afiqiyah in TIP, Asiana at SFO, UPS at BHM and CHC at SUM; they all have common threads tied up in both procedural and Human Factor issues. This is not only a North Sea problem, it is an air transport issue. There has to be a recognition that we are balancing risk against productivity - never two good mutual stablemates. How we manage that risk through material improvements is important as well as taking a long hard look at how we train pilots. It should not need an accident to promote improvements, in theory this is what all these wonderful SMS are supposed to do, however effecting an expensive improvement is always an uphill battle unless the parties who sign the contracts have hard evidence as the cost/benefit. Sadly this evidence is not usually publishable in the public domain.
Bickering over who is at fault between the Operators and the Oil Companies is wasted effort.
Of course they both are guilty, as are the NAA's, and the OEM's, the Passengers, Pilots, Engineers, Executives, and every link in the chain that makes up the environment under which we live, work, fly, and in some cases die.
Rather than bicker like old Women.....start addressing the real issues and admit your own respective roles in the situation.
If all the dancers at this party did that we would be a lot better off.
Ultimately it does get back to that trade off TOD reminds us of.
I pose the same question but phrase it this way....."What is the Value of a Human Life to an Oil Company?".
Of course they both are guilty, as are the NAA's, and the OEM's, the Passengers, Pilots, Engineers, Executives, and every link in the chain that makes up the environment under which we live, work, fly, and in some cases die.
Rather than bicker like old Women.....start addressing the real issues and admit your own respective roles in the situation.
If all the dancers at this party did that we would be a lot better off.
Ultimately it does get back to that trade off TOD reminds us of.
I pose the same question but phrase it this way....."What is the Value of a Human Life to an Oil Company?".
Join Date: Jan 2005
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I pose the same question but phrase it this way....."What is the Value of a Human Life to an Oil Company?".
To which there is not a single or straight forward answer. Nicely underlining the complexity of the whole discussion.
But can I try and be better? Can I try and do more?
Enough said?
To which there is not a single or straight forward answer. Nicely underlining the complexity of the whole discussion.
But can I try and be better? Can I try and do more?
Enough said?
Join Date: Aug 2013
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This is the only press article I can find so far regarding the transport committee "gathering evidence" in Aberdeen. But driving to work this morning listening to Radio Scotland, I heard an American Sikorsky spokesman giving an interview - he says in 50 years helicopters will be flown remotely with no pilots on board.
Well, I won't be here in 50 years, far less getting in a helicopter, but humans do make mistakes, so I would rather the guy flying suffered the same consequences of a mistake as the pax, and not be able to crash from a comfy desk and office flying the aircraft remotely.
Wish I could find a link to the interview.
Edited to add - already discussed on PPRUNEin 2010.
Well, I won't be here in 50 years, far less getting in a helicopter, but humans do make mistakes, so I would rather the guy flying suffered the same consequences of a mistake as the pax, and not be able to crash from a comfy desk and office flying the aircraft remotely.
Wish I could find a link to the interview.
Edited to add - already discussed on PPRUNEin 2010.
Hopefully, the technology in the drilling industry will have moved-on at a parallel pace, and we won't be cramming blokes into unsuitable airframes in 50 years either.
Last edited by diginagain; 1st Feb 2014 at 21:08. Reason: Spelling
Yeah, really.
Make your case for
"unsuitable airframes"
if you think you can.
Make your case for
"unsuitable airframes"
if you think you can.
How about a derivation of a military troop-lifting helicopter adapted for other purposes, one that I get to sit in every three weeks or so. But hey, if it's only me that thinks it's unsuitable, what does it matter. What do you guys get to travel offshore in?
I heard an American Sikorsky spokesman giving an interview - he says in 50 years helicopters will be flown remotely with no pilots on board.
Was his Elbow propped on the Bar of the Runway Pub at the time by chance?
Don't least suitable airframes readily fall out of the last 120 pages and elsewhere on the forum?
332
window size (all)
door jettison arrangement (all?)
door-mounted starboard liferaft (some)
92
window size
run dry
vibration
...
332
window size (all)
door jettison arrangement (all?)
door-mounted starboard liferaft (some)
92
window size
run dry
vibration
...