Weather leaves 300 oil workers stuck in North Sea
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Weather leaves 300 oil workers stuck in North Sea
they didn’t have triggered lightning, when I was full time North Sea, or rather they did have it but nobody talked about it or stopped you flying because of it, I am inclined to think it’s all gone a bit too far, am I alone ?
https://www.bbc.co.uk/news/uk-scotland-64043030
https://www.bbc.co.uk/news/uk-scotland-64043030
they didn’t have triggered lightning, when I was full time North Sea, or rather they did have it but nobody talked about it or stopped you flying because of it, I am inclined to think it’s all gone a bit too far, am I alone ?
https://www.bbc.co.uk/news/uk-scotland-64043030
https://www.bbc.co.uk/news/uk-scotland-64043030
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TL rules are driven by the regulator and customers. Crews just do what they're told by the Ops manual. Same as it always was I hope, certainly my 30+ years have been spent following the rules.
Must be a slow news day at the BBC. Next .....
Must be a slow news day at the BBC. Next .....
TL isn't regulatory, tail wags dog
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I don’t know where TL came from, but I come from the “have a go” generation, it seems a shame to me that this has gone, these days I fly in Africa, and we sometimes delay flights for weather but we have never lost a day…and nobody knows what TL is 🤣
https://www.skybrary.aero/articles/helicopter-triggered-lightning-strikes
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I didn't say regulatory, I said driven by the regulator. The rules we work with are not in regulation, but the Met Office tool and the associated ruleset are all put in place with CAA oversight, encouragement, etc.
212man makes reference to TIGK. This was the start of a very long journey. Some of the initial research was very interesting, including that TL was mainly "positive" rather than "negative" and carried much more energy than traditional lightning. The positive lightning strike energy far exceeded the certification requirements back in the 90s, and I suspect still does.
212man makes reference to TIGK. This was the start of a very long journey. Some of the initial research was very interesting, including that TL was mainly "positive" rather than "negative" and carried much more energy than traditional lightning. The positive lightning strike energy far exceeded the certification requirements back in the 90s, and I suspect still does.
I didn't say regulatory, I said driven by the regulator. The rules we work with are not in regulation, but the Met Office tool and the associated ruleset are all put in place with CAA oversight, encouragement, etc.
212man makes reference to TIGK. This was the start of a very long journey. Some of the initial research was very interesting, including that TL was mainly "positive" rather than "negative" and carried much more energy than traditional lightning. The positive lightning strike energy far exceeded the certification requirements back in the 90s, and I suspect still does.
212man makes reference to TIGK. This was the start of a very long journey. Some of the initial research was very interesting, including that TL was mainly "positive" rather than "negative" and carried much more energy than traditional lightning. The positive lightning strike energy far exceeded the certification requirements back in the 90s, and I suspect still does.
My point was more of compliance being optional to the algorithm output, by optional I mean operators including it in ops manuals, not crews choosing to adhere.
I'm aware of more strikes trying to dodge outdated info rather than applying airmanship.
It's a planning tool and barely suitable even at the planning stage given the picture can radically change every 30 mins or so.
Even the operators got bored of it and wrote rules to operate around the red areas
I'm aware of more strikes trying to dodge outdated info rather than applying airmanship.
It's a planning tool and barely suitable even at the planning stage given the picture can radically change every 30 mins or so.
Even the operators got bored of it and wrote rules to operate around the red areas
I come from the “have a go” generation
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I'm confused why they are specifically mentioning Tyra II. It's an issue for all of Totals fields in the Danish sector, and has been ongoing the last two weeks. I've had colleagues stuck out there, as well as colleagues unable to go to a rig to perform a scheduled job.
There was also a prolonged period of time 2-3 years ago iirc.
There was also a prolonged period of time 2-3 years ago iirc.
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I come from the “have a go” generation
Whilst driving your pax to and from their normal place of work, and home. I’m sure they’d love to hear that. Do you expect the same when being flown with your family on holiday?
I come from the “have a go” generation
Whilst driving your pax to and from their normal place of work, and home. I’m sure they’d love to hear that. Do you expect the same when being flown with your family on holiday?
I know, but I think the gamble of doing an ARA and diverting to Bergen is not quite the same as getting struck by lightning and ditching!
Sometimes that means the "Before we knew what we were doing generation."?
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I have been following the triggered lightning story because it affects availability for SAR training flights. The G-TIGK story already mentioned raised the conductivity issue and that has been mentioned by a number of people. The idea is that the changes in materials over the years has made susceptibility to TL damage worse because it affects the flow of an electrical charge around the airframe or can result in explosive vapourisation of materials. So those who say that 'we never had that in my day' may indeed be correct.
===================
I have been following the triggered lightning story because it affects availability for SAR training flights. The G-TIGK story already mentioned raised the conductivity issue and that has been mentioned by a number of people. The idea is that the changes in materials over the years has made susceptibility to TL damage worse because it affects the flow of an electrical charge around the airframe or can result in explosive vapourisation of materials. So those who say that 'we never had that in my day' may indeed be correct.
Sometimes that means the "Before we knew what we were doing generation."?
===================
I have been following the triggered lightning story because it affects availability for SAR training flights. The G-TIGK story already mentioned raised the conductivity issue and that has been mentioned by a number of people. The idea is that the changes in materials over the years has made susceptibility to TL damage worse because it affects the flow of an electrical charge around the airframe or can result in explosive vapourisation of materials. So those who say that 'we never had that in my day' may indeed be correct.
===================
I have been following the triggered lightning story because it affects availability for SAR training flights. The G-TIGK story already mentioned raised the conductivity issue and that has been mentioned by a number of people. The idea is that the changes in materials over the years has made susceptibility to TL damage worse because it affects the flow of an electrical charge around the airframe or can result in explosive vapourisation of materials. So those who say that 'we never had that in my day' may indeed be correct.
S-61s used to get struck a lot, but apart from pinholes in blades nobody really blinked. I can remember seeing some very interesting photo’s of Bristow S76 blades when that was subject to a lightning strike and hobbled it’s way back into Aberdeen (I think it was Aberdeen).
The current TL MetOffice tool is a pain, mainly due to the lack of forecast stability. However it’s all we have and the real risks associated with being struck are only getting worse with modern aircraft.
Wish I had kept a copy. This would have been circa 1995.