Helicopter operations

Categorized by work duties, mixers (those handling concentrate) received the highest internal dose of 2,4,5-T, followed in order by backpack sprayers, mist blower drivers, helicopter pilots, supervisors, and flagmen for the helicopter operation. One helicopter pilot excreted considerably less 2,4,5-T in his urine than did the other pilot. This difference appeared to be related to the fact that the second pilot routinely checked and unplugged nozzles at each fill-up time. In... 

Even if they had been on the same frequency, the Air Force fighter aircraft were equipped with HAVE QUICK II (HQ-II) radios, while the Army helicopters were not. The only way the F-15 and Black Hawk pilots could have communicated would have been if the F-15 pilots switched to non-HQ mode. The procedures the pilots were given to follow did not tell them to do so. In fact, with respect to the two helicopters that were shot down, one contained an outdated version called HQ-I, which was not compatible with HQ-II. The other was equipped with HQ-II, but because not all of the Army helicopters supported HQ-II, CFAC refused to provide Army helicopter operations with the necessary cryptographic support required to synchronize their radios with the other QPC components. 

Other official exceptions were made for the helicopter operations, such as allowing them in the Security Zone without AWACS coverage. Using STAMP, the accident can be understood as a dynamic process where the operations of the Army and Air Force adapted and diverged without effective communication and coordination. 

A description of the functions of the facility with reference to key processes, wellhead and utility systems, drilling, workover, wireline systems, and marine and helicopter operations... 

The first phase of the HSS-3 study consists of a comprehensive review of relevant literature and studies, accident/incident/deviationreports and statistics in the study period, including interviews with key participants in the industry. There are two main results from this phase of the study. The first result is an updated statistical risk picture on the NCS based on the historical development in the smdy period this is not presented in the paper. The other result, and the main topic of this paper, is an overview of recent safety-related developments in helicopter operations in the study period these developments are described in section 2. 

New helicopters. The helicopter operators on the NCS have put in service the modem helicopter types Sikorsky S-92 and Eurocopter EC225 during the study period. This new equipment is believed to enhance operations on all levels, including safety. New helicopters also represent some drawbacks, e.g. nuisance alarms. 

New participants on the NCS. A range of new actors have found their way to the NCS during the study period, also including new helicopter operators. There is a concern that some of the new participants - typically small and partly foreign oil and gas companies - are possibly less likely to adhere to the high safety standards achieved on the NCS through continuous work for decades. 

Contracts and competition. Increased competition among the helicopter operators and the arrival of new operators have put pressure on economy and safety margins in the operations. 

Safety Management System (SMS) is an ICAO recommendation and soon to be an EASA requirement for the helicopter operators. 

The Helicopter Safety Study 3 is sponsored by the Norwegian Oil Industry Association, with the following contributing industry partners BP, ConocoPhillips, Eni, Gaz de France, Marathon, Nexen, Shell, Statoil-Hydro and Total. We would like to thank all technical, operative and administrative personnel from helicopter operators, air navigation providers and authorities for their constructive comments and openness in the best interest to improve helicopter safety. We also thank the other members of the project team, Per Hokstad and Erik Jersin, for their significant contributions. 

This standard applies to such items as crawler, locomotive, truck, overhead, gantry, and tower cranes helicopter operations material and personnel hoists, elevators and conveyors. Loads on the overhead cranes must be labeled and legible from the ground floor. The proper clearance must be maintained between moving and rotating structures on the crane and fixed objects. Employees on these cranes shall be protected from falling by guardrails or safety belts. 

Ship/Helicopter Operational Limits Instrumentation (SHOLIS)... 

SHOLIS (Chapman, 2000) is a software-based system that advises ship s crew on the safety of helicopter operations under various scenarios. The software was developed in accordance with DEF STAN 00-55 (Issue 2). A software hazard analysis was performed and on this basis certain parts of the software were designated as safety-critical. Safety critical software was formally specified using Z, developed in Spark Ada, and a partial correctness performed of the code against the specification. Information Flow analysis was used to demonstrate functional separation of critical and non-critical software. Freedom from run-time exceptions was demonstrated for all code. Static analysis of I/O usage, memory and timing was used to show separation of non-functional properties. Finally, proof that the system s top-level safety properties were maintained by the software was carried out. 

The Mumbai High complex, which was located 160 kilometers west of the Mumbai coast of India, consisted of four bridge-connected platforms (one wellhead, two production, and one living quarters). At the time of the event, monsoon conditions were prevalent so helicopter operations were not possible. 

Helicopters are widely used to transfer personnel to and from offshore facilities. The following guidance applies to helicopter operations offshore ... 

A lift may not be made if the helicopter operator believes the lift cannot be made safely. 

If a fire or explosion has already occurred, or if there is bad weather, such that helicopter operations are not possible, then the crew onboard the platform may be directed instead to go to the lifeboats (called TEMPSCs in North Sea jargon, which stands for totally enclosed motor-propelled safety oaft). TEMPSCs are the secondary means of escape. It is normally expected that, from any point on an offshore oil platform, there will be two possible routes for personnel to reach the TEMPSCs, so that an alternate route should always be available if the primary route is blocked by fire. 

It was during the monsoon season, so the weather was bad. The wind speed was 35 knots, there was a 5-m swell, and the sea current was three knots. The conditions meant that helicopter operations were not possible. A diving support vessel (multipurpose support vessel or MSV) called the Samundra Suraksha, about 100 m long, was working nearby in the oilfield, in support of saturation diving operations. 

FIGURE 3 Left Map of the DUC course (lines = map circles = stop signs). Black squares indicate where brakes were applied quickly during the six-hour mission. Right A model helicopter (operated by remote control or as an autonomous vehicle) in mid-maneuver. These complex maneuvers can be learned from an expert or by experimentation. Photo by E. Fratkin. 

The XE Enhanced Safety Helideck has been rigorously tested with actual fire tests in the presence of Det Norske Veritas, Lloyds Register, UK Civil Aviation Authority, various helicopter operators and manufacturers, public safety groups, offshore safety crews, pilots, and user groups. 

De Voogt, A.J., Uitdewflligen, S. Eremenko, N., 2009. Safety in high-risk helicopter operations The role of additional crew in accident prevention. Safety Science, 47(5), pp.717-721. 

A particular concern to do with helicopter operations associated with offshore oil and gas production is air turbulence— particularly the turbulence that comes from the generator turbines. 

British International Helicopters Chinook Accident. This accident occurred on November 6, 1986, and is associated with a Boeing 234LR Chinook helicopter operated by British International Helicopters [11]. The helicopter on approach to land at Sumburgh Airport, Shetland Islands, U.K., crashed into the sea and sank because of the failure of a modified level ring gear in the forward transmission. The accident resulted in 45 fatalities and 2 injuries. 

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