Reflections of an Oil & Gas Helicopter Pilot
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Cockpit life flying oil & gas helicopters offshore in atrocious weather is vividly conveyed when Captains discretion explored an environment with winds and waves exceeding 90knots/feet respectively to destinations unsuitable for weathering the storms, when it could be dangerous to make an approach and land on some production platforms or to semi-submersible flotels moored in their lee or to drilling rigs with clad derricks generating extreme turbulence; where anything goes so long as you can account for your actions. Into this environment extracts from accident reports of aircraft ditching, breaking up or simply crashing. Then to the South China Sea with an interpreter on the cockpit jump-seat and a drillship lost with all hands, Heathrow/Gatwick, and Penzance/Scillies Links, operating to the oilfields of the Mumbai High, India, Norway and to Shetland and the last voyage of an oil tanker promising an environmental disaster, offshore as shuttle pilot West of Shetland and the Danish gas fields, finally to the Baltic Sea – Finland and Sweden (Nord Stream 1). All the time, the pilots trying to improve their lot against the odds with industrial actions, looking for lost pensions and savings, being fired twice in one week by Robert Maxwell, or simply being made redundant for being too old and proving otherwise in a tribunal by flying in parts of the world with extreme temperatures where Western tourists don’t go: the Kashagan in the Northern Caspian, Kazakhstan and Kish Island, Iran where he flew with ‘Angels’. The narrative revolves around companies where the author was employed: Bristows, British Airways Helicopters, British International, CHC, Gulf Helicopters and Bristow International, with some background accounts of these crews. Then a nine-year career writing operations manuals for international Aircraft Operating Certificates (AOCs), culminating with six on the UK Search and Rescue (SAR) Standards Transition Team as sole editor/auditor with the award of their own AOC. And part-time successfully developing stealth coatings for aircraft, including the F-35B Joint Strike Fighter. This is a part historical journal, part travelogue built around the autobiography of a helicopter pilot flying medium and heavy helicopters offshore for 38 years beginning in 1975 when the UK oil boom was just taking off. To be enjoyed by the aviation community, the Oil & Gas industry, and those with a spirit of adventure. How the fortunes of these interdependent organisations developed, particularly on the North Sea, from a censored, unreported world, before immersion suits and the rope around the hull to hang onto after ditching, to the introduction of safety measures, procedures and practices taken for granted today.
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A Tome that is historically correct (meaning that it might not be flattering to some) that brings the Reader along on a journey that included the early days and progressed along a lengthy career flying helicopters could be enjoyable reading if the human side of the story that illuminates the humor and good tines that came with it.
One should have to accept that a career doing just oil/gas related offshore flying is but one very small part of the overall helicopter industry and if were the sole focus for many of us it would get boring quickly as did the offshore flying thing which was very much akin to driving buses or taxi's.
Ropes on the hulls....I remember that. Also, the reason why.
Atrocious weather....yes....that too.
Bad Wages....layoffs....redundacies and all of that....yes that happened.
The Industry progressed....encouraaged by some and delayed or hindered by others....yes that happened.
Sometimes it was. not pretty and for sure not fair and impartial.
But, flying. helicopters did have its moments that we all hold dear yet today.
There was a good side to it as well.
One should have to accept that a career doing just oil/gas related offshore flying is but one very small part of the overall helicopter industry and if were the sole focus for many of us it would get boring quickly as did the offshore flying thing which was very much akin to driving buses or taxi's.
Ropes on the hulls....I remember that. Also, the reason why.
Atrocious weather....yes....that too.
Bad Wages....layoffs....redundacies and all of that....yes that happened.
The Industry progressed....encouraaged by some and delayed or hindered by others....yes that happened.
Sometimes it was. not pretty and for sure not fair and impartial.
But, flying. helicopters did have its moments that we all hold dear yet today.
There was a good side to it as well.
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"...with winds and waves exceeding 90knots/feet respectively...": so does this mean 90 knot winds and 90 ft waves??!! Wouldn't be hard to decide on whether or not to operate a helicopter in such conditions! Also worth noting 90ft waves would be extreme to the maximum: https://en.wikipedia.org/wiki/List_of_rogue_waves has: "Draupner wave (North Sea, 1995): The first rogue wave to be confirmed with scientific evidence, with a maximum height of 25.6 metres (84 ft)".
There is footage of waves hitting a rig in the north sea and between the lowest point which exposes the lower legs not normally seen to the sea hitting the lower
decks has to be close to a 100ft. I'll find it on YouTube and update this post.
decks has to be close to a 100ft. I'll find it on YouTube and update this post.
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