Oil & Gas UK “Welcomes” Chopper Crash Report

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Nov 252011
 

Main rotor head of G-REDL is recovered

Oil & Gas UK says that it welcomes the Air Accidents Investigation Branch (AAIB) report published on 24 November on the tragic crash of helicopter Flight 85N which took place off the Aberdeenshire coast on 1 April 2009.

The accident occurred whilst the helicopter was operating a scheduled passenger flight from the Miller Platform in the North Sea, to Aberdeen. Whilst cruising at 2,000 ft amsl, and some 50 minutes into the flight, there was a catastrophic failure of the helicopter’s Main Rotor Gearbox (MGB). The helicopter departed from cruise flight and shortly after this the main rotor and part of the epicyclic module separated from the fuselage. The helicopter then struck the surface of the sea with a high vertical speed.

Debris from a helicopter, two life rafts and eight people wearing survival equipment were observed within the area. A fast rescue boat crew, however, found no signs of life.

An extensive and complex investigation revealed that the failure of the MGB initiated in one of the eight second stage planet gears in the epicyclic module. The planet gear had fractured as a result of a fatigue crack, the precise origin of which could not be determined. However, analysis indicated that this is likely to have occurred in the loaded area of the planet gear bearing outer race. Continue reading »

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MSF Issues New Guard Guidelines

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Jan 042011
 

Marine Safety Forum has issued updated guidelines in conjunction with of the Scottish Fishermen’s Federation (SFF) and the National Federation of Fishermen’s Organisation (NFFO), to provide clear guidance on the standards required for fishing vessels prior to being used for guard vessel duties within the UKCS.

Revised documents for guard vessel specification and inspection have also been published.

Download Guard Vessel Best Practices Here

Download revised inspection and specification documents here

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May 202010
 

image Blogger Alexandre da Rocha reports that two crew from the oil rig Ocean Ambassador died and another were two injured after their lifeboat fell into the sea in the Campos Basin.

The accident was first reported by the Brazilian company OGX. Ocean Ambassador is owned by Diamond Offshore and operated by Brasdril, a Brazilian company.

According to OGX, the accident happened while the lifeboat was being hoisted back to the platform after a drill.

Says Alexandre “This should be more than enough for any sensible safety management system to consider the risk ‘intolerable’ and prevent anyone from being on board.”

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Early Warning For Underwater Waves Succeeds

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Apr 112010
 

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AN EARLY warning system for destructive underwater waves has passed its first test in the Andaman Sea, north-west of Sumatra, Indonesia, reports MAC’s favourite Boffin Booster, New Scientist.

Says the report: “The system is designed to look for solitons, powerful pulses that can be triggered at the boundary between layers of dense and less-dense water, often when a step change in the sea’s depth disrupts a tidal flow. On the surface they can appear as relatively innocuous white horses, but deep down they can generate powerful vertical currents that are a hazard to divers, says Martin Goff, a UK-based expert on solitons at Fugro GEOS, a geosciences consultancy.”

Read the rest here.

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Safety Alert – Crushed Unloading Hydrovac Truck

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Feb 052010
 
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Rear door configuration of a typical hydrovac truck. Note crush point.

The International Association of Oil and Gas Producers and Enform have issued a safety alert regarding a fatal incident involving a hydrovac truck: While dumping the contents of a hydrovac unit, a swamper was killed when he was caught in the closing hydrovac tank door.

What Went Wrong?:

The truck operator and swamper were offloading the contents of the hydrovac truck at a designated area. The hydrovac truck tank had been elevated and the rear door was opened to allow the crew to clean out the tank.

The workers had cleaned the tank and had both stepped down from the rear tank access platforms, also known as beavertails.

The operator walked around to the driver’s side of the truck to access the hydraulic control levers located directly behind the cab of the truck.

Unknown to the truck operator, the swamper had climbed back up onto the right, rear beavertail and became caught in the swing radius of the rear tank door as it was closing.

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Oct 202009
 

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A potential problem may exist on lifeboat switchboards which means that the lifeboat winch motor may become energised even when interlocks are thought to be applied, warn Step Change In Safety.

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Who Moved My FPSO?

 navigation, safety alert, Safety Alerts  Comments Off on Who Moved My FPSO?
Oct 182009
 

imageIt can be hard enough to find a stonking great port anchored to the ground so when it comes to finding a floating production storage and offloading vessel,FPSO, it’s a good idea to find out where it is before you set off. “The usual place?” doesn’t hack it, as a recent safety alert from the Marine Safety Forum emphasises.

Explains MSF “A recent incident occurred where one of our PSVs, following departure from Aberdeen, arrived at the wrong offshore location.”

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Aug 212009
 
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Lifeboat, or Mandarina, from Usumacinta evacuation: IADC cautions on IMO solutions

IADC, the International Association Of Drilling Contractors, has issued warnings to its members regarding lifeboat safety in the wake of several incidents over the past year and guidance by the IMO.

SAYS IADC “Interest has been heightened due to the circulation of a dramatic video of a lifeboat incident, and an incident resulting in one fatality and injuries to six other personnel during a planned lifeboat drill on a MODU.”

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Safety Alert – Don’t Get Sloppy With H2S

 maritime safety  Comments Off on Safety Alert – Don’t Get Sloppy With H2S
Jul 262009
 

A vessel loaded slops from a North Sea installation, believing it to be “grey-black muddy water”, as it was so described on the analysis report, being free from H2S and explosive gas. However, upon arrival for discharge ashore, it was discovered that the slops were contaminated and had a ‘moderate’ H2S content of 25ppm. Further, it subsequently emerged that this was the
fourth such instance in ten days. The health risks to the crew and contractors are obvious.

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