Well that depends, if that's your everyday job, you know how the area is, it is a good approach and landing to that helideck, from what I can see the wind blows at approximately 25 knots or a bit more! Besides the helideck should be empty of obstacles, it's like the tuna boat where I work. Reconnaissance should be done of course, but more in areas where you never visited before.
muy buen video, mi helicoptero favorito era el AS-365 DAUPHIN, pero el EC-155 B1 es el sucesor,, me gusta maucho, podrias subir mas videos.... saludos,,,
Hey Israel, thanks for the video. Can I ask, what is being said over the radio/between the pilot/co-pilot in the run up to, and during the landing? What essential Information do they need to communicate to each other and/or to someone else over the radio? Thank you
Hello Jack, to answer your question with regards to communication between the pilots during approach and landing on an offshore deck, I would like to share a bit more detail. Firstly the task sharing are split between pilot flying (PF) and pilot monitoring (PM). Who is PF and PM on any offshore flight are normally decided on wind direction and the heading of the helideck (from the tall drill derrick), Judging from the video the wind direction is of a 010 heading and the helideck is northwest facing. Which favours an approach from the left, since the right hand seat pilot has a better view (Pilot in command have final say who is PF and PM based on many other factors too such as experience level of the co-pilot, weather, aircraft landing performance, potential tall ships or other obstacles close to or on the missed approach path etc). The crew should receive weather information (wind speed/direction, temperature, QNH, sky condition, visibility (if it's a floating rig like in the video it should also include pitch, roll and heave of the rig itself) and passenger loading information about 20 mins from the rig and perform an initial approach checklist at 10NM out which includes a standard briefing from the PF such as, Rig - XXXX approach, final approach heading 010, missed approach to the left/right, call out Vtoss (Takeoff safety speed) and power check (In the case of the EC155 it will be a FLI, First Limit Indicator), I will call out LDP (Landing decision point) and identify rig name(Name of rig are printed in bold letters on the deck itself, and yes helicopters has landed on wrong oil rigs before, particularly when they are close together and of the same visual design, this is dangerous because cranes and other personnel work on and around the helideck when a flight is not scheduled, cranes and helicopters don't mix well together), monitor my actions and rise questions when needed, No engine shutdown below 500 feet unless engine fire, any other emergency as per EOP (Emergency Operation Procedure). Then at 4-5NM they will perform a final approach checklist, once on final (in the case of the EC155, floats are armed and RPM set to high below 80 knots) the PM should perform a final visual check of Landing gear down 3 green, floats armed, parking brakes on, weather radar standby and fuel transfer stopped, then verbally call out airspeed, descend rate, power (FLI) and radio height. As the helicopter is closing on the rig both pilots should visually inspect a clear deck free of FOD and a stable pitch/roll/heave of the deck, then PF will call out Rig - XXXX identified, 3-2-1 CONTINUE/COMMITED or GO AROUND. Once the helicopter is directly above deck, PM will callout position good/or needs adjusting, aircraft attitude below 10-5 degrees (depending on heli type, tail low landings are very dangerous), then the PF will land the aircraft. Different operators will differ slightly but it's the same idea. Hope you find this helpful.
I was off the understanding that a high recon and a low recon is standard practice when performing a pinnacle? Does this not apply when landing on a helideck and if so why?
@@illescax The company I worked for at the time did the same thing. It made left seat take-off and landing difficult...especially hot, heavy, light-winds, offshore.
