SAFETY & TRAINING
FOR OFFSHORE OPERATORS
Weather, mechanical failure, airspace congestion,
crowded helidecks, fuel issues, crane operations,
take your pick. Constant vigilance and anticipation
of dire consequences are your companions for all offshore flights.
Many years ago, a friend and I were discussing the job prospects of joining an off- shore helicopter company as
line pilots. He was adamant that the only
over water time he cared about logging
was sitting on the commode with his
monthly copy of Rotor & Wing.
As for me, I saw opportunity knocking
and have logged more than 7,000 hours flying over the Gulf of Mexico spanning some
23 years. They were good years without a
single worry about sharks, swimming or
other ocean flying hazards. Concern, yes.
But certainly not fear.
Like many helicopter pilots throughout
the world, I enjoyed a sweeping variety
of flying jobs during 40-plus active years
sitting in the front seat of more than a few
types of helicopters.
This discussion is about flying offshore
in support of the oil and gas industry. I have
made a list of some offshore flying hazards
that I am familiar with and are recognized
by most of the offshore operators.
We will examine some of the conditions
that have unique impact on offshore flying.
Weather
There is no specific government weather
forecasting for offshore flying in the Gulf
of Mexico. Through the years, there have
been several private weather services that
provide custom weather briefings. The
larger, better-equipped helicopters have
avionics that can upload real-time radar
pictures, but the old standby is still the pilot
and observer reports from destination
platforms. Radar cannot yet detect fog and
though normal fog can be forecast rather
easily, sea fog is a different story. It’s a phenomenon caused by a sudden differential
temperature in the water surface and the
overriding air. It is thick and persistent.
Even seagulls are grounded in sea fog. Haze
over water can be a serious problem leading to IFR flight even though you have the
required minimum visibility.
I once flew over Vermilion Bay south of
Lafayette, La. in heavy haze and the color
of the sky matched the water color of the
bay, making any reference to the horizon
impossible. You can go on the gauges or
onto the deck low level until the barrier
islands come into view. Once you are far
By Pat Gray
enough offshore, the water color and
the sky have enough contrast to define a
horizon and you can proceed at the recommended VFR altitude, even in heavy haze.
Thunderstorms are always a threat.
There are many times when they move
directly over the platform from which you
are operating. Besides hail, lightning and
heavy rain, wind is the most treacherous
hazard. Most heli-decks are made of steel
plates and with metal skids there is little
friction to hold the aircraft in place. Non-skid paint is used on the decks and it helps
to stabilize the aircraft but not up to the
standards of Earth. Especially if the deck
is wet.
Aircraft Tie Downs
Blades are tied down routinely the same
as with onshore operations. Offshore, the
entire aircraft has to be tied down at certain times such as: on platforms that allow
two or more aircraft operations; if the
possibility of high winds could occur; and
for overnight parking. A high-risk factor
comes into play relative to undoing those
tie downs prior to flight. Too many times
