The company choose the cockpit custom configuration.

@@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.

Maybe because the company is only 40 years old. Who knows.

Thanks dude! ✌🏼😎

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.

Brad Kelly yes please! That will be nice

TransferAir super quiet too with the right trim set

Lonely Sail Ec155 has more room in cockpit, 5-blades main rotor, LCD instrument panel and more fuel capacity.

Yup. And you should try the INTERCOM insulation system while the PIC starts talking horseshit... It's amazing!!! Hahaha

hahaha!!! good one, nice vid by the way...

Hallo Turbina35. Denn jetzt gibt es keinen Plan für den Kanal, aber ich werde Videos so schnell wie möglich hochladen. Grüße aus Mexiko. Auf Wiedersehen .

lo dice un gran aficionado

It's the remote control of the hero camera

The mute control of heatset so I can stop hearing the captain's bullshit hehehe

lol

Typically it would be yes, they may have a different set of procedures, or go there very often, and have discretion on it.