Seismic activity - the search for oil and gas - is booming in Latin America, although it is not an area where exploiting natural resources is easy.
The environment is among the most inhospitable in the world, with a huge variety of terrains and climates. The two dominant features are the Andes - at 7,200km (4,500 miles), the longest mountain chain on Earth - and the mighty Amazon River (6,300km long), with thousands of tributaries, some swifter and deeper than the main river in places.
East of the Andes, in Peru and Ecuador, Brazil and Bolivia are millions of hectares of primary jungle, nearly all of it flat and featureless, making accurate flight navigation essential. Bolivia also has high, fertile, plains; desert; salt-flats and subtropical valleys. A dozen of the Western hemisphere's tallest peaks, rise along Chile's Andean spine, while Argentina has lofty peaks, flat plains, sandy plateaus, forests and a waterfall higher than Niagara.
There is much seismic work, especially in Peru and Ecuador, directly to the east of the Andes, which means that the mountains have to be crossed regularly. Pressurised, fully anti-iced, multi-engine commuter aircraft are required, preferably with global-positioning-system equipment, since other navigation aids are few and unreliable.
Numerous aircraft companies operate in the countries, which border the Andes (Venezuela, Colombia, Ecuador, Peru, Bolivia, Chile and Argentina), running a large variety of equipment, to mixed standards. These include Amerada Hess, British Gas, Elf, Exxon, Mobil and Shell operating craft such as Bell 212s and LongRangers, and Eurocopter Squirrels. Some take the challenge of crossing the Andes seriously, providing well-equipped, well-maintained and well-operated aircraft while others take "short cuts". It is not unusual for a single-engine, unpressurised, aircraft to try to sneak through the valleys. Serious accidents when the weather suddenly deteriorates are common.
HELICOPTER OPERATIONS
Where the going gets too rough, remote, or inaccessible, the helicopter comes into its own. The seismic operator will use it to "roll along" geo-phone lines, or to ferry goods and equipment, usually under-slung on a cable attached to the helicopter's belly and carried in nets, bags, or on pallets. Most companies now prefer to use a long line between the helicopter and the load - up to 100m (300ft) in some cases. This reduces the down wash effect of the rotor blades on the people and equipment below. It also puts a safer distance between the helicopter and potential obstructions - in the event of a sudden landing, for example. Loads can be lowered into small jungle-clearings without the helicopter descending below the level of the treetops. Otherwise, fairly large clearings have to be carved out of the jungle.
Helicopter pilots prefer the additional safety of two engines for this work, but the norm, for cost reasons, is only one - although engines and other systems are now much more reliable and there is a growing number of small twin-engine helicopters available.
It is illegal and foolish to carry passengers while carrying an under-slung load. Beside the pilot the only person allowed on board is a loadmaster. The load-master, appropriately strapped in and on a "monkey" harness, will sit on the floor sill and lean out and inform the pilot about the load and what else is going on around the helicopter. He can also help the pilot calculate the aircraft's weight for every lift - a vital requirement.
Alternatively, to avoid carrying the loadmaster, the pilot's door can be removed. This reduces the maximum speed of most models to about 90kt (170km/h). An option is to modify the door with a large bubble, which allows the pilot to lean out and look directly down on the load and activity below.
The pilot should have external mirrors - one to show him the aircraft's hook right under the belly and a second "fish-eye" mirror to show him the load on the end of the line.
The maximum load required in seismic work is normally about 600kg. There are now plenty of small helicopters, which can be used to lift this comfortably in out-of-ground effect, even in the heat of the day. The reduced performance caused by excessive heat, high-density altitudes and no wind has to be recognised instantly by the pilot and the loads and/or fuel reduced accordingly.
Most helicopters are allowed an increased operating weight when carrying an external load, on the premise that, if an engine fails, or an emergency condition occurs which requires an immediate landing, the load can be jettisoned. This gives rise to a need for good insurance cover.
SETTING UP CAMP
When there is drilling to be done in inaccessible terrain, heavy-lift helicopters are required. In primary jungle sites, the whole rig, equipment, materials, personnel and living accommodation must be flown in by helicopter.
Initially, a team of cutters is sent in to prepare an area large enough to accept the helicopter. Next, an earth-moving and clearing vehicle such as a Caterpillar tractor is flown in, part by part. The tracks go first, positioned at their exact distance apart. The chassis follows, and is held in the hover while the mechanics connect it to the tracks. The engine arrives last.
The tractor has to clear an area in the jungle large enough to accommodate the rig and all its accessory equipment. The clearing has to allow enough space for the helicopter to pick up its long line load and climb out, keeping the load well clear of all obstructions.
SAFETY OFTEN LAST
The standard dictionary definition of safety is "without risk and hazard", but that cannot possibly apply in seismic operations. Instead, it becomes "an acceptable level of risk".
There are risks caused by the terrain and climate, unfriendly flora and wildlife (alligators and big cats, for example). One country allows a pilot to include a gun as part of the flying-licence equipment, for self-protection. Some of the illnesses and diseases are deadly. The equipment and materials used, such as chainsaws and explosives, all carry their own hazards.
In aviation, particularly with helicopter-under-slung-load operations, there are disturbing indications in Latin America that the lessons from the causes of accidents are not being learned and applied. The same accidents recur - for example:
helicopter pilots depart too rapidly from the hover and find part of the load snagged around the skids, which usually causes a roll-over;
pilots run out of fuel over hostile terrain because of poor navigation;
wire strikes;
unbriefed and uncontrolled passengers walk through the tail rotor;
too many inexperienced and untrained people work together in the same group - including the pilot;
the oil companies apply pressure to increase production, which means increased flying and, with no relief pilots, excessive fatigue.
The near miss incident and accident rates in Latin America are increasing, compared with those of the rest of the world, where rates are generally declining. Most companies are now becoming aware of this and are addressing the problems. Many have set up dedicated safety departments.
There is awareness, too, of the need to protect the environment. What used to be called a safety department is now a health, safety and environment (HSE) section.
COLLECTIVE GUIDANCE
Over 60 companies have combined their experience to form the Exploration and Production Forum. Each activity, including both fixed-wing and rotary aviation, has its own committee. Together, the various committees outline the standards required and recommend the training needed.
The International Association of Geophysical Companies produces little guideline booklets, which can be kept in the back pocket. These describe in detail the hazards associated with seismic activities, suggesting methods of how to perform them safely. For example, hooking a load onto a helicopter, the management of passengers and freight, static electricity and how to cross a river safety.
Specialist organisations provide consultancy, training and quality control to oil companies and contractors, even to those, which have their own HSE departments. The training emphasises the importance of recognising potential hazards and managing them before they cause an accident, creating a safety system and managing the risks and hazards.
As well as reducing the human misery which accidents cause and avoiding the bad publicity, the cost of accident prevention has been shown to be a lot less than the cost of recovering from them. If oil and gas exploration is to continue to increase at the same pace, then operators must improve their safety records.
Source: Flight International
